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"content": "\u003cp>A granola bar. Hand sanitizer. A \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">BART train schedule\u003c/a>. These are among the supplies Harvy Chang and his friends plan to bring this Sunday as they attempt to break a new record: visiting every BART station as quickly as possible with as many people as possible.\u003c/p>\n\u003cp>It’s called a “speedrun,” and Chang’s group of Bay Area high schoolers is organizing the largest ever attempt in the Bay Area. As of Wednesday, \u003ca href=\"https://luma.com/yj73dmrc\">80 people have signed up\u003c/a>.\u003c/p>\n\u003cp>“I want to see a hundred people going to do this,” Chang said, “because right now, the transit speedrunning community isn’t that big.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The term “speedrunning” was popularized in video gaming culture when a player attempts to complete an entire game as quickly as possible. But transit nerds have co-opted the trend and turned it into a real-life game, by visiting every train or bus station — traveling up and down every arm of the transit system — as quickly as possible. The prize: bragging rights. And possibly internet fame.\u003c/p>\n\u003cp>Chang got interested in the sport last year after seeing a \u003ca href=\"http://youtube.com/watch?v=6o9JGsamQF0\">viral YouTube video\u003c/a> about it. He contacted the speedrunner to plan a route, but Chang said the runner didn’t want to share his plans.\u003c/p>\n\u003cp>“Because he wanted to get the record,” Chang said. “At that point, when he didn’t really want to share, I was like, okay, I got to [plan] this myself. So then I did.”\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"People walk through a train station, passing by gates.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While speedrunners have raced on San Francisco’s MUNI trains, San Mateo’s SamTrans bus lines and Santa Clara’s VTA light rail, among other Bay Area transit agency routes, BART is the most popular. The commuter rail agency has even created a \u003ca href=\"https://www.bart.gov/news/fun/speedrun\">webpage dedicated to speedruns\u003c/a> and posts a log of each attempt its staff can find online.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.guinnessworldrecords.com/world-records/763245-fastest-time-to-visit-all-san-francisco-metro-stations\">current Guinness World Record\u003c/a> (yes, there’s also a Guinness World Record for speedrunning) is held by a group of seven UC Berkeley graduate students, specializing in transportation, who completed the run in 5 hours, 47 minutes and 42 seconds in March 2024.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eThvhW-TdvU&ab_channel=Penguinaut\">Chang and a group of 20 others\u003c/a> unofficially beat that time in July, ending the race in 5 hours, 43 minutes and 10.95 seconds. The group submitted their fastest time to the record-setting organization and is awaiting certification.\u003c/p>\n\u003cp>During that July run, Chang’s cadre also broke the unofficial record for the largest group to complete a BART speedrun, which he hopes to break again this weekend.\u003c/p>\n\u003cp>To achieve that, Sunday’s event will prioritize participation over time. For Chang and his friends, that means working out a lot of logistics. Nowhere is that more critical than at transfer points, when the speedrunners will have to get on and off the trains en masse as quickly as possible.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even mere seconds can matter: Chang has found that, if one BART train enters the station and the connecting train holds its doors for passengers to board, it can throw off the whole schedule and possibly mean missing the next train.\u003c/p>\n\u003cp>“Before your first transfer, you’re kind of just chilling there,” the 17-year-old said. “As soon as you get your first transfer, it starts getting real.”\u003c/p>\n\u003cp>With a group of Sunday’s expected size, that also means planning for banalities like bathroom breaks and trips to the water fountain — no easy feat with a group of 20, let alone the 80 who registered. To manage the crowd, Chang expects Sunday’s speedrun to take about 6 hours to complete.\u003c/p>\n\u003cp>“Even if you make your transfer really long, a BART station is only going to have — at most — two bathrooms, so that’s going to be something that we have to deal with,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12055631\" class=\"wp-caption alignleft\" style=\"max-width: 1228px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg\" alt=\"\" width=\"1228\" height=\"1070\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg 1228w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule-160x139.jpg 160w\" sizes=\"auto, (max-width: 1228px) 100vw, 1228px\">\u003cfigcaption class=\"wp-caption-text\">The speedrun route Harvey Chang and his friends planned is optimized not so much for speed, but for the large size of the group they hope to attract to the event. \u003ccite>(Courtesy of Harvey Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While it’s not a widely documented sport, transit speedrunning’s origins trace back to 1960, when the Guinness World Record started tracking the “\u003ca href=\"https://www.thetubechallenge.com/\">Tube Challenge\u003c/a>” on the London Underground. Two United Kingdom residents \u003ca href=\"https://www.guinnessworldrecords.com/world-records/677236-fastest-time-to-travel-to-all-london-underground-stations\">broke the record in August 2024\u003c/a>, visiting all 272 stations in less than 18 hours.\u003c/p>\n\u003cp>BART spokesperson Alicia Trost said her staff recently learned of the trend when content creators started sharing their experiences — and records — on social media. According to the agency, its popularity had grown over the past decade, ever since Jim Yu, a Moraga resident, completed the \u003ca href=\"https://crasstalk.com/2012/07/world-record-for-visiting-all-44-bart-stations/\">first documented speedrun\u003c/a> in 2012.\u003c/p>\n\u003cp>Yu doesn’t call himself a train nerd or a public transportation activist, but rather, a modern-day explorer who prefers to let someone else take the wheel. Over the course of 11 years, he’s traveled, on and off, from the top of North America (Prudhoe Bay, Alaska) to the tip of South America (Ushuaia, Argentina) using only buses.\u003c/p>\n\u003cp>When he completed his first BART speedrun, it was an opportunity to enjoy the Bay Area’s dynamic landscape and destinations along BART’s station map that he would never visit on a regular commute.\u003c/p>\n\u003cp>“Even though the San Francisco Bay Area is not a very large area geographically, you have everything here from oceans to almost desert-like dryness in the East Bay, and everything in between,” he said. “If you [ride] BART— not even for a speedrun, just to sit there and look out the window, you get to see everything that is in the Bay Area.”[aside postID=news_12055129 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED3.jpg']Since then, the speedrunning community has grown — and so have opinions about what qualifies as an official race. Last October, a popular YouTuber — the same one who inspired Chang to join the sport — \u003ca href=\"https://www.youtube.com/watch?v=T5ap30oYwyM&ab_channel=Adam\">teamed up with another speedrunner and completed the run\u003c/a> in 5 hours, 9 minutes and 35 seconds. But they achieved that time by visiting stations out of order and using bikes to catch some of the trains.\u003c/p>\n\u003cp>Despite following the official Guinness World Record rules, Chang said the Bay Area Transit Discord is still deciding whether it is fair to use a bike. For now, he and many others will continue speedrunning using only their feet and a Clipper card.\u003c/p>\n\u003cp>Ultimately, Chang and other high school students care less about who is right and more about who shows up. For them, speedrunning isn’t just fun, it’s a chance to explore nearby cities without needing a car or a driver’s license.\u003c/p>\n\u003cp>David Rabinovich, a 15-year-old from Foster City, is the board president of the \u003ca href=\"https://calhstatransit.org/\">California High School Transit Alliance\u003c/a>, an organization aiming to connect high school transit clubs across the state and raise awareness of how convenient buses and trains can be for young people.\u003c/p>\n\u003cp>As he helps Chang and others organize the Bay Area speedrun this Sunday, Rabinovich is also coordinating with a high school in San Diego to \u003ca href=\"https://speedrun.calhstatransit.org/socal\">organize a speedrun there\u003c/a>, also on Sunday. That group will traverse the San Diego Trolley. As both groups speedrun together, Rabinovich hopes to inaugurate \u003ca href=\"https://speedrun.calhstatransit.org/home\">California Speedrun Day\u003c/a>.\u003c/p>\n\u003cp>“Transit is very important for high schoolers because some of us can’t drive. If you can drive, you have all these costs: gas, insurance, getting the car— and that’s not something high schoolers can do really,” he said. “So transit is a lifeline.”\u003c/p>\n\u003cp>\u003cem>The BART speedrun takes place on Sunday, Sept. 14. The event will start at 9:40 a.m. sharp at the Millbrae BART station. For more information, visit: \u003c/em>\u003ca href=\"https://luma.com/yj73dmrc\">\u003cem>https://luma.com/yj73dmrc\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The term “speedrunning” was popularized in video gaming culture when a player attempts to complete an entire game as quickly as possible. But transit nerds have co-opted the trend and turned it into a real-life game, by visiting every train or bus station — traveling up and down every arm of the transit system — as quickly as possible. The prize: bragging rights. And possibly internet fame.\u003c/p>\n\u003cp>Chang got interested in the sport last year after seeing a \u003ca href=\"http://youtube.com/watch?v=6o9JGsamQF0\">viral YouTube video\u003c/a> about it. He contacted the speedrunner to plan a route, but Chang said the runner didn’t want to share his plans.\u003c/p>\n\u003cp>“Because he wanted to get the record,” Chang said. “At that point, when he didn’t really want to share, I was like, okay, I got to [plan] this myself. So then I did.”\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"People walk through a train station, passing by gates.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While speedrunners have raced on San Francisco’s MUNI trains, San Mateo’s SamTrans bus lines and Santa Clara’s VTA light rail, among other Bay Area transit agency routes, BART is the most popular. The commuter rail agency has even created a \u003ca href=\"https://www.bart.gov/news/fun/speedrun\">webpage dedicated to speedruns\u003c/a> and posts a log of each attempt its staff can find online.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.guinnessworldrecords.com/world-records/763245-fastest-time-to-visit-all-san-francisco-metro-stations\">current Guinness World Record\u003c/a> (yes, there’s also a Guinness World Record for speedrunning) is held by a group of seven UC Berkeley graduate students, specializing in transportation, who completed the run in 5 hours, 47 minutes and 42 seconds in March 2024.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eThvhW-TdvU&ab_channel=Penguinaut\">Chang and a group of 20 others\u003c/a> unofficially beat that time in July, ending the race in 5 hours, 43 minutes and 10.95 seconds. The group submitted their fastest time to the record-setting organization and is awaiting certification.\u003c/p>\n\u003cp>During that July run, Chang’s cadre also broke the unofficial record for the largest group to complete a BART speedrun, which he hopes to break again this weekend.\u003c/p>\n\u003cp>To achieve that, Sunday’s event will prioritize participation over time. For Chang and his friends, that means working out a lot of logistics. Nowhere is that more critical than at transfer points, when the speedrunners will have to get on and off the trains en masse as quickly as possible.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even mere seconds can matter: Chang has found that, if one BART train enters the station and the connecting train holds its doors for passengers to board, it can throw off the whole schedule and possibly mean missing the next train.\u003c/p>\n\u003cp>“Before your first transfer, you’re kind of just chilling there,” the 17-year-old said. “As soon as you get your first transfer, it starts getting real.”\u003c/p>\n\u003cp>With a group of Sunday’s expected size, that also means planning for banalities like bathroom breaks and trips to the water fountain — no easy feat with a group of 20, let alone the 80 who registered. To manage the crowd, Chang expects Sunday’s speedrun to take about 6 hours to complete.\u003c/p>\n\u003cp>“Even if you make your transfer really long, a BART station is only going to have — at most — two bathrooms, so that’s going to be something that we have to deal with,” he said.\u003c/p>\n\u003cfigure id=\"attachment_12055631\" class=\"wp-caption alignleft\" style=\"max-width: 1228px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg\" alt=\"\" width=\"1228\" height=\"1070\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule.jpg 1228w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/Speedrunning-Schedule-160x139.jpg 160w\" sizes=\"auto, (max-width: 1228px) 100vw, 1228px\">\u003cfigcaption class=\"wp-caption-text\">The speedrun route Harvey Chang and his friends planned is optimized not so much for speed, but for the large size of the group they hope to attract to the event. \u003ccite>(Courtesy of Harvey Chang)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While it’s not a widely documented sport, transit speedrunning’s origins trace back to 1960, when the Guinness World Record started tracking the “\u003ca href=\"https://www.thetubechallenge.com/\">Tube Challenge\u003c/a>” on the London Underground. Two United Kingdom residents \u003ca href=\"https://www.guinnessworldrecords.com/world-records/677236-fastest-time-to-travel-to-all-london-underground-stations\">broke the record in August 2024\u003c/a>, visiting all 272 stations in less than 18 hours.\u003c/p>\n\u003cp>BART spokesperson Alicia Trost said her staff recently learned of the trend when content creators started sharing their experiences — and records — on social media. According to the agency, its popularity had grown over the past decade, ever since Jim Yu, a Moraga resident, completed the \u003ca href=\"https://crasstalk.com/2012/07/world-record-for-visiting-all-44-bart-stations/\">first documented speedrun\u003c/a> in 2012.\u003c/p>\n\u003cp>Yu doesn’t call himself a train nerd or a public transportation activist, but rather, a modern-day explorer who prefers to let someone else take the wheel. Over the course of 11 years, he’s traveled, on and off, from the top of North America (Prudhoe Bay, Alaska) to the tip of South America (Ushuaia, Argentina) using only buses.\u003c/p>\n\u003cp>When he completed his first BART speedrun, it was an opportunity to enjoy the Bay Area’s dynamic landscape and destinations along BART’s station map that he would never visit on a regular commute.\u003c/p>\n\u003cp>“Even though the San Francisco Bay Area is not a very large area geographically, you have everything here from oceans to almost desert-like dryness in the East Bay, and everything in between,” he said. “If you [ride] BART— not even for a speedrun, just to sit there and look out the window, you get to see everything that is in the Bay Area.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Since then, the speedrunning community has grown — and so have opinions about what qualifies as an official race. Last October, a popular YouTuber — the same one who inspired Chang to join the sport — \u003ca href=\"https://www.youtube.com/watch?v=T5ap30oYwyM&ab_channel=Adam\">teamed up with another speedrunner and completed the run\u003c/a> in 5 hours, 9 minutes and 35 seconds. But they achieved that time by visiting stations out of order and using bikes to catch some of the trains.\u003c/p>\n\u003cp>Despite following the official Guinness World Record rules, Chang said the Bay Area Transit Discord is still deciding whether it is fair to use a bike. For now, he and many others will continue speedrunning using only their feet and a Clipper card.\u003c/p>\n\u003cp>Ultimately, Chang and other high school students care less about who is right and more about who shows up. For them, speedrunning isn’t just fun, it’s a chance to explore nearby cities without needing a car or a driver’s license.\u003c/p>\n\u003cp>David Rabinovich, a 15-year-old from Foster City, is the board president of the \u003ca href=\"https://calhstatransit.org/\">California High School Transit Alliance\u003c/a>, an organization aiming to connect high school transit clubs across the state and raise awareness of how convenient buses and trains can be for young people.\u003c/p>\n\u003cp>As he helps Chang and others organize the Bay Area speedrun this Sunday, Rabinovich is also coordinating with a high school in San Diego to \u003ca href=\"https://speedrun.calhstatransit.org/socal\">organize a speedrun there\u003c/a>, also on Sunday. That group will traverse the San Diego Trolley. As both groups speedrun together, Rabinovich hopes to inaugurate \u003ca href=\"https://speedrun.calhstatransit.org/home\">California Speedrun Day\u003c/a>.\u003c/p>\n\u003cp>“Transit is very important for high schoolers because some of us can’t drive. If you can drive, you have all these costs: gas, insurance, getting the car— and that’s not something high schoolers can do really,” he said. “So transit is a lifeline.”\u003c/p>\n\u003cp>\u003cem>The BART speedrun takes place on Sunday, Sept. 14. The event will start at 9:40 a.m. sharp at the Millbrae BART station. For more information, visit: \u003c/em>\u003ca href=\"https://luma.com/yj73dmrc\">\u003cem>https://luma.com/yj73dmrc\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”[aside postID=news_12054754 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-bartoutage00435_TV_qed.jpg']Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> resumed all service just before noon Friday, ending an hourslong system shutdown that left thousands of commuters scrambling for alternative routes around the Bay Area during peak commute hours.\u003c/p>\n\u003cp>A limited number of trains operating within the East Bay resumed around 9:30 a.m., but it took hours longer to get trains running to and from San Francisco, as people who found themselves stranded waited for any answers.\u003c/p>\n\u003cp>“’I’m so tired,” said Shantay Clark, who was arriving at the shuttered station on Powell Street at 10 a.m. She had just finished an overnight shift at her security job and had planned to take BART home to the East Bay.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’m ready to get home because I have to come back to the city, and I’m just hoping that later on tonight, when it gets time for me to commute, that transportation is up and running,” she said.\u003c/p>\n\u003cp>“I’m exhausted, and to be honest, I shouldn’t say what I want to say, because I want a drink,” she continued.\u003c/p>\n\u003cfigure id=\"attachment_12054820\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054820\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART employees advise passengers of the BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The outage was the \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">second BART has experienced in recent months\u003c/a>, though the agency said it did not know if Friday’s issue was related to May’s.\u003c/p>\n\u003cp>The transit agency said that after conducting a network upgrade overnight, it had a computer equipment problem that prevented it from beginning service shortly before 5 a.m.\u003c/p>\n\u003cp>Throughout the morning, BART employees working at stations in San Francisco were directing riders headed to the East Bay to take a bus or the ferry, which was looking to expand capacity on regularly scheduled transbay trips and add additional trips on its Oakland route.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']“The only way to get there, I was told, is that you have to go on a bus,” said Angelina Rivera, who was headed to the courthouse in Martinez. “I don’t know where the bus is, but you have to go on the bus. … It’s been a little crazy morning so far, just kind of wasting a little more time than expected.”\u003c/p>\n\u003cp>Arlene Gemmell was hoping to meet her sister, who was visiting from Oregon, in the East Bay before they headed over to their hometown in Mill Valley.\u003c/p>\n\u003cp>“It’s her last full day here,” she told KQED, adding that she would probably just head home. “I’m really let down, but sort of relieved too. I’m tired, so I don’t know, maybe we can do it tomorrow.”\u003c/p>\n\u003cp>The transit shutdown had rippling effects on other Bay Area commutes.\u003c/p>\n\u003cp>Muni said it experienced minor delays after an earlier \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">warning\u003c/a> that its buses might run behind as its operators struggled to travel into the city, the transit agency \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">said on social media\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance at the 24th Street BART station in San Francisco on Sept. 5, 2025, during an outage. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Traffic also backed up quickly on Bay Area freeways as more people opted to drive to or from San Francisco.\u003c/p>\n\u003cp>During May’s four-hour outage, traffic on the Bay Bridge backed up for miles as hundreds more cars traveled across than during the same time in previous weeks. The San Mateo-Hayward and Dumbarton bridges were similarly affected.\u003c/p>\n\u003cp>That outage was blamed on two network devices “that were not properly communicating to each other,” BART spokesperson Alicia Trost told KQED at the time.\u003c/p>\n\u003cfigure id=\"attachment_12054840\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054840\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger looks for alternate routes during a BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two shutdowns are BART’s largest since 2019, and come as it and other Bay Area transit systems are lobbying the state Legislature to place a measure on November’s ballot that would fill a more than $1 billion hole left by state budget cuts.\u003c/p>\n\u003cp>The region’s transit operators were already struggling to recover from low ridership after the COVID-19 pandemic, and recent data shows they are facing a \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">more than $3.7 billion combined deficit\u003c/a> over the next five years, most of which comes from BART and Muni.\u003c/p>\n\u003cp>BART has said that if it’s unable to patch the budget hole, it might have to cancel two of its five lines, shorten service hours or run less frequent trains.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> resumed all service just before noon Friday, ending an hourslong system shutdown that left thousands of commuters scrambling for alternative routes around the Bay Area during peak commute hours.\u003c/p>\n\u003cp>A limited number of trains operating within the East Bay resumed around 9:30 a.m., but it took hours longer to get trains running to and from San Francisco, as people who found themselves stranded waited for any answers.\u003c/p>\n\u003cp>“’I’m so tired,” said Shantay Clark, who was arriving at the shuttered station on Powell Street at 10 a.m. She had just finished an overnight shift at her security job and had planned to take BART home to the East Bay.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’m ready to get home because I have to come back to the city, and I’m just hoping that later on tonight, when it gets time for me to commute, that transportation is up and running,” she said.\u003c/p>\n\u003cp>“I’m exhausted, and to be honest, I shouldn’t say what I want to say, because I want a drink,” she continued.\u003c/p>\n\u003cfigure id=\"attachment_12054820\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054820\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART employees advise passengers of the BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The outage was the \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">second BART has experienced in recent months\u003c/a>, though the agency said it did not know if Friday’s issue was related to May’s.\u003c/p>\n\u003cp>The transit agency said that after conducting a network upgrade overnight, it had a computer equipment problem that prevented it from beginning service shortly before 5 a.m.\u003c/p>\n\u003cp>Throughout the morning, BART employees working at stations in San Francisco were directing riders headed to the East Bay to take a bus or the ferry, which was looking to expand capacity on regularly scheduled transbay trips and add additional trips on its Oakland route.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The only way to get there, I was told, is that you have to go on a bus,” said Angelina Rivera, who was headed to the courthouse in Martinez. “I don’t know where the bus is, but you have to go on the bus. … It’s been a little crazy morning so far, just kind of wasting a little more time than expected.”\u003c/p>\n\u003cp>Arlene Gemmell was hoping to meet her sister, who was visiting from Oregon, in the East Bay before they headed over to their hometown in Mill Valley.\u003c/p>\n\u003cp>“It’s her last full day here,” she told KQED, adding that she would probably just head home. “I’m really let down, but sort of relieved too. I’m tired, so I don’t know, maybe we can do it tomorrow.”\u003c/p>\n\u003cp>The transit shutdown had rippling effects on other Bay Area commutes.\u003c/p>\n\u003cp>Muni said it experienced minor delays after an earlier \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">warning\u003c/a> that its buses might run behind as its operators struggled to travel into the city, the transit agency \u003ca href=\"https://x.com/SFMTA_Muni/status/1963954623519375819\">said on social media\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance at the 24th Street BART station in San Francisco on Sept. 5, 2025, during an outage. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Traffic also backed up quickly on Bay Area freeways as more people opted to drive to or from San Francisco.\u003c/p>\n\u003cp>During May’s four-hour outage, traffic on the Bay Bridge backed up for miles as hundreds more cars traveled across than during the same time in previous weeks. The San Mateo-Hayward and Dumbarton bridges were similarly affected.\u003c/p>\n\u003cp>That outage was blamed on two network devices “that were not properly communicating to each other,” BART spokesperson Alicia Trost told KQED at the time.\u003c/p>\n\u003cfigure id=\"attachment_12054840\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054840\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-05-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger looks for alternate routes during a BART outage at the 24th Street BART station in San Francisco on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two shutdowns are BART’s largest since 2019, and come as it and other Bay Area transit systems are lobbying the state Legislature to place a measure on November’s ballot that would fill a more than $1 billion hole left by state budget cuts.\u003c/p>\n\u003cp>The region’s transit operators were already struggling to recover from low ridership after the COVID-19 pandemic, and recent data shows they are facing a \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">more than $3.7 billion combined deficit\u003c/a> over the next five years, most of which comes from BART and Muni.\u003c/p>\n\u003cp>BART has said that if it’s unable to patch the budget hole, it might have to cancel two of its five lines, shorten service hours or run less frequent trains.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "the-pickett-fire-barts-tap-and-ride-and-local-artists-leaving-spotify",
"title": "The Pickett Fire, BART’s ‘Tap and Ride', and Local Artists Leaving Spotify",
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"headTitle": "The Pickett Fire, BART’s ‘Tap and Ride’, and Local Artists Leaving Spotify | KQED",
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"content": "\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists. San Francisco Northern California Local.\u003c/i>\u003c/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:30] My pleasure.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists. San Francisco Northern California Local.\u003c/i>\u003c/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:30] My pleasure.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "bart-slams-vta-for-cost-cutting-secrecy-in-12-7b-silicon-valley-extension",
"title": "BART Slams VTA for Cost-Cutting Secrecy in $12.7 Billion Silicon Valley Extension",
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"headTitle": "BART Slams VTA for Cost-Cutting Secrecy in $12.7 Billion Silicon Valley Extension | KQED",
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"content": "\u003cp>In the midst of a critical moment for BART’s long-delayed $12.7 billion Silicon Valley extension, the agency’s leadership is calling out \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials for a lack of communication about cost-cutting measures and other key elements of the project.\u003c/p>\n\u003cp>Shane Edwards, BART’s assistant general manager, wrote a scathing Aug. 15 letter to Carolyn Gonot, general manager of the Santa Clara Valley Transportation Authority, which is building the six-mile extension through downtown San José and into Santa Clara for BART.\u003c/p>\n\u003cp>Edwards wrote that his agency is “gravely concerned” that VTA failed to alert BART of an Aug. 11 press release about a report of the costs of a potential twin-tunnel design for the extension. VTA managers used the report to justify \u003ca href=\"https://www.kqed.org/news/12051730/the-vta-is-all-in-on-one-tunnel-to-connect-san-jose-by-bart\">doubling down\u003c/a> on a single-tunnel approach for the project, despite concerns from some independent experts.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Edwards also said VTA publicly presented the project’s oversight committee board members with a cost-saving proposal to significantly scale down the planned Newhall Yard in Santa Clara without having advanced discussions with BART.\u003c/p>\n\u003cp>“Both actions violate established protocols, undermine the trust and coordination that have guided this partnership, and represent serious breaches of process,” Edwards wrote in a letter obtained by KQED. \u003ca href=\"https://sanjosespotlight.com/bart-voices-frustrations-about-lack-of-transparency-from-vta/\">\u003cem>San José Spotlight \u003c/em>first reported \u003c/a>news of the letter to VTA.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These lapses are incompatible with the level of transparency and cooperation expected between primary project partners,” Edwards continued, saying VTA’s actions could affect BART’s ability to safely operate the extension.\u003c/p>\n\u003cp>“Given the scale, complexity, and visibility of this project, these failures are not minor oversights; they are unacceptable breaches of trust,” he said.\u003c/p>\n\u003cp>The VTA is nearing the final stages of a nearly yearlong process to look for ways to cut as much as $1 billion off its total project cost, to bring the extension in line with an approximately $12.1 billion budget, including a \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5 billion pledge\u003c/a> from the federal government. The agency originally hoped to receive as much as $6.3 billion in federal money.\u003c/p>\n\u003cp>The agency also announced earlier this summer that it \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">plans to ditch\u003c/a> its primary tunneling and trackwork contractor to find a new one, due to a dispute over cost.[aside postID=news_12051730 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-5_qed.jpg']Edwards also said he was “formally notifying VTA” that BART rejected the yard redesign that was floated at the oversight meeting.\u003c/p>\n\u003cp>In an emailed statement, VTA said it “remains committed to a strong partnership with BART and to delivering the BART Silicon Valley Phase II project to the highest standards of safety, efficiency, and fiscal responsibility.”\u003c/p>\n\u003cp>The statement said VTA takes communication concerns seriously, and highlighted regular updates made to its oversight committee and detailed monthly reports on the progress and finances of the project.\u003c/p>\n\u003cp>“We are addressing the concerns raised in BART’s August 15 letter and are ensuring the Newhall yard design fully supports BART’s safe and efficient operations,” the statement said.\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, said “it’s about time that BART management stepped up” to raise concerns about communication, transparency and the apparently stressed partnership between the two agencies.\u003c/p>\n\u003cp>“They always, for either political reasons or whatever, paint it as they’re getting along,” Smits told KQED. “But VTA has not followed the BART standards, and does not comply with the comprehensive agreement” between the two agencies focused on safety, convenience and customer service standards.\u003c/p>\n\u003cp>“Assistant General Manager Edwards slammed them, but unfortunately, it’s too little too late, if you ask me,” he said, adding that BART’s rejection of the Newhall Yard redesign is significant.\u003c/p>\n\u003cp>“That’s a pretty strong stand from this partner that supposedly you always work with hand in hand,” Smits said.\u003c/p>\n\u003cp>VTA, in its statement, said the two agencies “continue to work closely, with BART staff embedded in the project office and BART has been actively involved in the design process.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A new letter reveals growing tension between BART and the Santa Clara Valley Transportation Authority over design changes, cost-cutting measures and transparency in the Silicon Valley extension project.",
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"title": "BART Slams VTA for Cost-Cutting Secrecy in $12.7 Billion Silicon Valley Extension | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the midst of a critical moment for BART’s long-delayed $12.7 billion Silicon Valley extension, the agency’s leadership is calling out \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials for a lack of communication about cost-cutting measures and other key elements of the project.\u003c/p>\n\u003cp>Shane Edwards, BART’s assistant general manager, wrote a scathing Aug. 15 letter to Carolyn Gonot, general manager of the Santa Clara Valley Transportation Authority, which is building the six-mile extension through downtown San José and into Santa Clara for BART.\u003c/p>\n\u003cp>Edwards wrote that his agency is “gravely concerned” that VTA failed to alert BART of an Aug. 11 press release about a report of the costs of a potential twin-tunnel design for the extension. VTA managers used the report to justify \u003ca href=\"https://www.kqed.org/news/12051730/the-vta-is-all-in-on-one-tunnel-to-connect-san-jose-by-bart\">doubling down\u003c/a> on a single-tunnel approach for the project, despite concerns from some independent experts.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Edwards also said VTA publicly presented the project’s oversight committee board members with a cost-saving proposal to significantly scale down the planned Newhall Yard in Santa Clara without having advanced discussions with BART.\u003c/p>\n\u003cp>“Both actions violate established protocols, undermine the trust and coordination that have guided this partnership, and represent serious breaches of process,” Edwards wrote in a letter obtained by KQED. \u003ca href=\"https://sanjosespotlight.com/bart-voices-frustrations-about-lack-of-transparency-from-vta/\">\u003cem>San José Spotlight \u003c/em>first reported \u003c/a>news of the letter to VTA.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These lapses are incompatible with the level of transparency and cooperation expected between primary project partners,” Edwards continued, saying VTA’s actions could affect BART’s ability to safely operate the extension.\u003c/p>\n\u003cp>“Given the scale, complexity, and visibility of this project, these failures are not minor oversights; they are unacceptable breaches of trust,” he said.\u003c/p>\n\u003cp>The VTA is nearing the final stages of a nearly yearlong process to look for ways to cut as much as $1 billion off its total project cost, to bring the extension in line with an approximately $12.1 billion budget, including a \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5 billion pledge\u003c/a> from the federal government. The agency originally hoped to receive as much as $6.3 billion in federal money.\u003c/p>\n\u003cp>The agency also announced earlier this summer that it \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">plans to ditch\u003c/a> its primary tunneling and trackwork contractor to find a new one, due to a dispute over cost.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Edwards also said he was “formally notifying VTA” that BART rejected the yard redesign that was floated at the oversight meeting.\u003c/p>\n\u003cp>In an emailed statement, VTA said it “remains committed to a strong partnership with BART and to delivering the BART Silicon Valley Phase II project to the highest standards of safety, efficiency, and fiscal responsibility.”\u003c/p>\n\u003cp>The statement said VTA takes communication concerns seriously, and highlighted regular updates made to its oversight committee and detailed monthly reports on the progress and finances of the project.\u003c/p>\n\u003cp>“We are addressing the concerns raised in BART’s August 15 letter and are ensuring the Newhall yard design fully supports BART’s safe and efficient operations,” the statement said.\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, said “it’s about time that BART management stepped up” to raise concerns about communication, transparency and the apparently stressed partnership between the two agencies.\u003c/p>\n\u003cp>“They always, for either political reasons or whatever, paint it as they’re getting along,” Smits told KQED. “But VTA has not followed the BART standards, and does not comply with the comprehensive agreement” between the two agencies focused on safety, convenience and customer service standards.\u003c/p>\n\u003cp>“Assistant General Manager Edwards slammed them, but unfortunately, it’s too little too late, if you ask me,” he said, adding that BART’s rejection of the Newhall Yard redesign is significant.\u003c/p>\n\u003cp>“That’s a pretty strong stand from this partner that supposedly you always work with hand in hand,” Smits said.\u003c/p>\n\u003cp>VTA, in its statement, said the two agencies “continue to work closely, with BART staff embedded in the project office and BART has been actively involved in the design process.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-fares-2025-credit-card-clipper-tap-and-ride-contactless",
"title": "Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How",
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"content": "\u003cp>\u003cem>Updated 3 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>This week, BART is finally catching up to its public transit counterparts in New York and London.\u003c/p>\n\u003cp>Now, instead of just using the Bay’s designated Clipper card to pay for a ride, riders can simply\u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\"> tap their credit card or debit card\u003c/a> on the turnstile to pay for their fare — as well as Apple Pay and Google Pay on mobile.\u003c/p>\n\u003cp>BART officials have been referring to this method as “contactless payment,” “open payment” or “Tap and Ride” (not to be confused with \u003ca href=\"https://www.bart.gov/guide/parking/payment/tap-and-go\">their existing “Tap and Go” program \u003c/a>for parking payments at BART stations).\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The open payment update is part of a much longer effort to upgrade the Clipper card system, which has been under \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">development for a decade\u003c/a> and has attracted some harsh \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">criticism from transit executives\u003c/a>. \u003ca href=\"https://www.cnbc.com/2019/05/31/the-new-york-city-subway-systems-cashless-payments-start-friday.html\">New York’s Metropolitan Transportation Authority\u003c/a> and \u003ca href=\"https://tfl.gov.uk/info-for/media/press-releases/2014/july/contactless-payments-set-to-launch\">Transport for London \u003c/a>have offered this type of open payment for their cities’ riders for several years.\u003c/p>\n\u003cp>Keep reading for what to know about BART’s Tap and Ride, who should keep using their Clipper card even after Wednesday, and the “card clash” problem that might jam you up at the BART turnstile.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#bart-credit-card-possible-problem\">The problem you could encounter using a bank card for BART\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>When is contactless payment at BART rolling out?\u003c/h2>\n\u003cp>You’ll be able to use Tap and Ride starting Wednesday, Aug. 20. \u003ca href=\"https://www.bart.gov/tickets/contactless\">There is no registration process\u003c/a> to set up Tap and Ride.\u003c/p>\n\u003ch2>What cards can I use to Tap and Ride on BART?\u003c/h2>\n\u003cp>Starting Wednesday morning, you can use:\u003c/p>\n\u003cul>\n\u003cli>A credit card\u003c/li>\n\u003cli>A debit card\u003c/li>\n\u003cli>Apple Pay on mobile\u003c/li>\n\u003cli>Google Pay on mobile.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" 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\">\u003c/a>\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>Cards accepted include Visa, Mastercard, American Express, and Discover Network.\u003c/p>\n\u003cp>Just tap your card (or your phone) to the reader, exactly like you would tap your Clipper card. And like Clipper, you’ll tap onto your ride and tap off too.\u003c/p>\n\u003cp>Unfortunately, riders with HealthEquity debit cards will have trouble using this new feature. BART officials said they are working with HealthEquity to address the issue, but there’s a chance these riders may need to ask HealthEquity for a replacement card.\u003c/p>\n\u003ch2>How much will I pay each time I tap on BART with a bank card?\u003c/h2>\n\u003cp>According to a BART spokesperson, people who use Tap and Ride on BART will be charged the full adult fare for their journey.\u003c/p>\n\u003cp>You can find out how much your fare is by using\u003ca href=\"https://www.bart.gov/tickets/calculator\"> BART’s online calculator\u003c/a>.\u003c/p>\n\u003ch2>Can I tap onto BART with one bank card and off BART with another payment method?\u003c/h2>\n\u003cp>No. Whichever payment method \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">you used to tap in\u003c/a> is the one you have to use when tapping out.\u003c/p>\n\u003ch2>What if I share a credit card with family members?\u003c/h2>\n\u003cp>According to BART’s website, “each rider must pay with their own card or mobile device.”\u003c/p>\n\u003cp>“If family members have the same credit card number but they are on different cards and devices, they will be able to use it.”\u003c/p>\n\u003ch2>Can I use Tap and Ride on other public transit, like SF Muni or AC Transit?\u003c/h2>\n\u003cp>[aside postID=news_12051362 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg']For now, this is only a BART deal — which means you can’t, for example, tap onto a Muni Metro train from BART within the station.\u003c/p>\n\u003cp>However, a spokesperson for BART told KQED by email that it will “eventually” be offered by other Bay Area transit agencies — there just isn’t a timeline for this expansion yet.\u003c/p>\n\u003cp>In a sense, BART is serving as the contactless payment’s guinea pig. According to a\u003ca href=\"https://baha.granicus.com/player/clip/21113?view_id=1&redirect=true\"> June 28 agenda item\u003c/a> on the Clipper Executive Board’s meeting discussing the change, “it was decided that BART would be the most impactful operator for the initial customer rollout of Open Payments” after “a review of potential candidates.”\u003c/p>\n\u003ch2>I use discounted BART fares. Can I still get them through Tap and Ride?\u003c/h2>\n\u003cp>Bay Area public transit has\u003ca href=\"https://www.bart.gov/tickets/discounts\"> several plans for riders\u003c/a>, including discounts for\u003ca href=\"https://www.clippercard.com/ClipperWeb/discounts.html\"> seniors, students\u003c/a>,\u003ca href=\"https://www.clipperstartcard.com/s/\"> low-income residents\u003c/a>, and people who are transferring from\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\"> one mode of public transit to another\u003c/a>.\u003c/p>\n\u003cp>But you won’t be able to see or use these discounts if you use your payment card to tap on and off. So, according to the BART spokesperson’s email, riders who are “those who are currently eligible for discounts or plan to transfer to another system should continue using their Clipper cards.”\u003c/p>\n\u003cp>However, BART officials say that in the future, discounted riders should hopefully be able to use Tap and Ride.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\">\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\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Wednesday, Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Can I use my employer’s commuter benefits program with Tap and Ride?\u003c/h2>\n\u003cp>If you use an employee benefit like Commuter Check to load pre-tax funds onto your Clipper card, you won’t be able to use that on Tap and Ride — at least not yet.\u003c/p>\n\u003ch2>So, who \u003cem>will \u003c/em>Tap and Ride work best for?\u003c/h2>\n\u003cp>For one thing, tourists to the Bay Area — who now won’t have to spend $3 to purchase a plastic Clipper card to load and use.\u003c/p>\n\u003cp>People who don’t ride BART or Bay Area public transit that often, whose Clipper card is gathering dust somewhere in their home, will probably also appreciate the convenience of tapping a payment card.\u003c/p>\n\u003ch2>What if I change my mind after I tap into the station and don’t want to use BART after all?\u003c/h2>\n\u003cp>According to BART’s website, Tap and Ride users will have a 30-minute grace period to avoid \u003ca href=\"https://www.bart.gov/guide/faq#:~:text=A:%20We%20apologize%20for%20the,and%20abuse%20of%20parking%20rules.\">the $7.10 excursion fare\u003c/a> if they enter a station and then change their mind about taking the BART somewhere.\u003c/p>\n\u003cp>(Clipper users still have to see an agent before exiting or contact customer services to avoid the fare. BART plans for Clipper card users to also get a grace period in the future, according to officials.)\u003c/p>\n\u003ch2>\u003ca id=\"bart-credit-card-possible-problem\">\u003c/a>How can I avoid “card clash” when using Tap and Ride?\u003c/h2>\n\u003cp>There is a chance that BART’s system will be confused when the Clipper reader detects more than one type of payment method, said Jason Weinstein, Clipper program director for the Metropolitan Transportation Commission, during \u003ca href=\"https://baha.granicus.com/player/clip/21113?view_id=1&redirect=true\">a June 28 meeting\u003c/a>.[aside postID=news_12051907 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CASUAL-CARPOOL-MD-01-KQED.jpg']This so-called \u003ca href=\"https://tfl.gov.uk/fares/refunds-and-replacements/card-clash\">“card clash”\u003c/a> can apply to both Clipper cards and contactless bank cards — including any cards you’ve got saved in digital wallets like Apple Pay or Google Pay.\u003c/p>\n\u003cp>So how can you stop a potential card clash? Weinstein advised:\u003c/p>\n\u003cul>\n\u003cli>If you’re using a plastic credit or debit, physically take it out from your wallet, or bag or phone case before tapping.\u003c/li>\n\u003cli>If you’re using Apple Pay, try setting up \u003ca href=\"https://support.apple.com/en-us/105123\">Express Mode in your Apple Wallet \u003c/a>for your preferred card to avoid charging the wrong one.\u003c/li>\n\u003cli>If you’re using Google Pay and don’t want to unlock your phone each time you pay, go to the Security tab in your Wallet app and turn off Verification.\u003c/li>\n\u003cli>If you’re using an Android device, Weinstein said these phones tend to automatically charge the Clipper card first — so you’ll need to be more deliberate about choosing your stored credit or debit card.\u003c/li>\n\u003c/ul>\n\u003cp>Weinstein said during the meeting that BART will add signage in its stations to warn people of this problem, as well as the solutions for people running into card clashes. Station agents can help you if you are not able to resolve your problem.\u003c/p>\n\u003cp>You can get more updates and details by checking out \u003ca href=\"https://www.bart.gov/tickets/contactless\">BART’s Contactless Payment page. \u003c/a>\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s Dan Brekke and Carly Severn.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "This week, BART’s long-awaited “Tap and Ride” system launches, no Clipper card needed. Here’s how paying for your fare with a credit or debit card will work.",
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"title": "Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>This week, BART is finally catching up to its public transit counterparts in New York and London.\u003c/p>\n\u003cp>Now, instead of just using the Bay’s designated Clipper card to pay for a ride, riders can simply\u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\"> tap their credit card or debit card\u003c/a> on the turnstile to pay for their fare — as well as Apple Pay and Google Pay on mobile.\u003c/p>\n\u003cp>BART officials have been referring to this method as “contactless payment,” “open payment” or “Tap and Ride” (not to be confused with \u003ca href=\"https://www.bart.gov/guide/parking/payment/tap-and-go\">their existing “Tap and Go” program \u003c/a>for parking payments at BART stations).\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The open payment update is part of a much longer effort to upgrade the Clipper card system, which has been under \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">development for a decade\u003c/a> and has attracted some harsh \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">criticism from transit executives\u003c/a>. \u003ca href=\"https://www.cnbc.com/2019/05/31/the-new-york-city-subway-systems-cashless-payments-start-friday.html\">New York’s Metropolitan Transportation Authority\u003c/a> and \u003ca href=\"https://tfl.gov.uk/info-for/media/press-releases/2014/july/contactless-payments-set-to-launch\">Transport for London \u003c/a>have offered this type of open payment for their cities’ riders for several years.\u003c/p>\n\u003cp>Keep reading for what to know about BART’s Tap and Ride, who should keep using their Clipper card even after Wednesday, and the “card clash” problem that might jam you up at the BART turnstile.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#bart-credit-card-possible-problem\">The problem you could encounter using a bank card for BART\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>When is contactless payment at BART rolling out?\u003c/h2>\n\u003cp>You’ll be able to use Tap and Ride starting Wednesday, Aug. 20. \u003ca href=\"https://www.bart.gov/tickets/contactless\">There is no registration process\u003c/a> to set up Tap and Ride.\u003c/p>\n\u003ch2>What cards can I use to Tap and Ride on BART?\u003c/h2>\n\u003cp>Starting Wednesday morning, you can use:\u003c/p>\n\u003cul>\n\u003cli>A credit card\u003c/li>\n\u003cli>A debit card\u003c/li>\n\u003cli>Apple Pay on mobile\u003c/li>\n\u003cli>Google Pay on mobile.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" 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\">\u003c/a>\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>Cards accepted include Visa, Mastercard, American Express, and Discover Network.\u003c/p>\n\u003cp>Just tap your card (or your phone) to the reader, exactly like you would tap your Clipper card. And like Clipper, you’ll tap onto your ride and tap off too.\u003c/p>\n\u003cp>Unfortunately, riders with HealthEquity debit cards will have trouble using this new feature. BART officials said they are working with HealthEquity to address the issue, but there’s a chance these riders may need to ask HealthEquity for a replacement card.\u003c/p>\n\u003ch2>How much will I pay each time I tap on BART with a bank card?\u003c/h2>\n\u003cp>According to a BART spokesperson, people who use Tap and Ride on BART will be charged the full adult fare for their journey.\u003c/p>\n\u003cp>You can find out how much your fare is by using\u003ca href=\"https://www.bart.gov/tickets/calculator\"> BART’s online calculator\u003c/a>.\u003c/p>\n\u003ch2>Can I tap onto BART with one bank card and off BART with another payment method?\u003c/h2>\n\u003cp>No. Whichever payment method \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">you used to tap in\u003c/a> is the one you have to use when tapping out.\u003c/p>\n\u003ch2>What if I share a credit card with family members?\u003c/h2>\n\u003cp>According to BART’s website, “each rider must pay with their own card or mobile device.”\u003c/p>\n\u003cp>“If family members have the same credit card number but they are on different cards and devices, they will be able to use it.”\u003c/p>\n\u003ch2>Can I use Tap and Ride on other public transit, like SF Muni or AC Transit?\u003c/h2>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>For now, this is only a BART deal — which means you can’t, for example, tap onto a Muni Metro train from BART within the station.\u003c/p>\n\u003cp>However, a spokesperson for BART told KQED by email that it will “eventually” be offered by other Bay Area transit agencies — there just isn’t a timeline for this expansion yet.\u003c/p>\n\u003cp>In a sense, BART is serving as the contactless payment’s guinea pig. According to a\u003ca href=\"https://baha.granicus.com/player/clip/21113?view_id=1&redirect=true\"> June 28 agenda item\u003c/a> on the Clipper Executive Board’s meeting discussing the change, “it was decided that BART would be the most impactful operator for the initial customer rollout of Open Payments” after “a review of potential candidates.”\u003c/p>\n\u003ch2>I use discounted BART fares. Can I still get them through Tap and Ride?\u003c/h2>\n\u003cp>Bay Area public transit has\u003ca href=\"https://www.bart.gov/tickets/discounts\"> several plans for riders\u003c/a>, including discounts for\u003ca href=\"https://www.clippercard.com/ClipperWeb/discounts.html\"> seniors, students\u003c/a>,\u003ca href=\"https://www.clipperstartcard.com/s/\"> low-income residents\u003c/a>, and people who are transferring from\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\"> one mode of public transit to another\u003c/a>.\u003c/p>\n\u003cp>But you won’t be able to see or use these discounts if you use your payment card to tap on and off. So, according to the BART spokesperson’s email, riders who are “those who are currently eligible for discounts or plan to transfer to another system should continue using their Clipper cards.”\u003c/p>\n\u003cp>However, BART officials say that in the future, discounted riders should hopefully be able to use Tap and Ride.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\">\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\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Wednesday, Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Can I use my employer’s commuter benefits program with Tap and Ride?\u003c/h2>\n\u003cp>If you use an employee benefit like Commuter Check to load pre-tax funds onto your Clipper card, you won’t be able to use that on Tap and Ride — at least not yet.\u003c/p>\n\u003ch2>So, who \u003cem>will \u003c/em>Tap and Ride work best for?\u003c/h2>\n\u003cp>For one thing, tourists to the Bay Area — who now won’t have to spend $3 to purchase a plastic Clipper card to load and use.\u003c/p>\n\u003cp>People who don’t ride BART or Bay Area public transit that often, whose Clipper card is gathering dust somewhere in their home, will probably also appreciate the convenience of tapping a payment card.\u003c/p>\n\u003ch2>What if I change my mind after I tap into the station and don’t want to use BART after all?\u003c/h2>\n\u003cp>According to BART’s website, Tap and Ride users will have a 30-minute grace period to avoid \u003ca href=\"https://www.bart.gov/guide/faq#:~:text=A:%20We%20apologize%20for%20the,and%20abuse%20of%20parking%20rules.\">the $7.10 excursion fare\u003c/a> if they enter a station and then change their mind about taking the BART somewhere.\u003c/p>\n\u003cp>(Clipper users still have to see an agent before exiting or contact customer services to avoid the fare. BART plans for Clipper card users to also get a grace period in the future, according to officials.)\u003c/p>\n\u003ch2>\u003ca id=\"bart-credit-card-possible-problem\">\u003c/a>How can I avoid “card clash” when using Tap and Ride?\u003c/h2>\n\u003cp>There is a chance that BART’s system will be confused when the Clipper reader detects more than one type of payment method, said Jason Weinstein, Clipper program director for the Metropolitan Transportation Commission, during \u003ca href=\"https://baha.granicus.com/player/clip/21113?view_id=1&redirect=true\">a June 28 meeting\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This so-called \u003ca href=\"https://tfl.gov.uk/fares/refunds-and-replacements/card-clash\">“card clash”\u003c/a> can apply to both Clipper cards and contactless bank cards — including any cards you’ve got saved in digital wallets like Apple Pay or Google Pay.\u003c/p>\n\u003cp>So how can you stop a potential card clash? Weinstein advised:\u003c/p>\n\u003cul>\n\u003cli>If you’re using a plastic credit or debit, physically take it out from your wallet, or bag or phone case before tapping.\u003c/li>\n\u003cli>If you’re using Apple Pay, try setting up \u003ca href=\"https://support.apple.com/en-us/105123\">Express Mode in your Apple Wallet \u003c/a>for your preferred card to avoid charging the wrong one.\u003c/li>\n\u003cli>If you’re using Google Pay and don’t want to unlock your phone each time you pay, go to the Security tab in your Wallet app and turn off Verification.\u003c/li>\n\u003cli>If you’re using an Android device, Weinstein said these phones tend to automatically charge the Clipper card first — so you’ll need to be more deliberate about choosing your stored credit or debit card.\u003c/li>\n\u003c/ul>\n\u003cp>Weinstein said during the meeting that BART will add signage in its stations to warn people of this problem, as well as the solutions for people running into card clashes. Station agents can help you if you are not able to resolve your problem.\u003c/p>\n\u003cp>You can get more updates and details by checking out \u003ca href=\"https://www.bart.gov/tickets/contactless\">BART’s Contactless Payment page. \u003c/a>\u003c/p>\n\u003cp>\u003cem>This story contains reporting from KQED’s Dan Brekke and Carly Severn.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> 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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"excerpt": "The rollout of \"open payments\" marks a soft launch for Clipper 2.0, a next-generation payment platform that's years overdue. ",
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"title": "You Can Soon Tap a Credit Card to Pay BART Fare. It’s Been a Long Time Coming | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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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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"title": "The VTA Is All in on 1 Tunnel to Connect San José By BART",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials in charge of building the $12.7 billion \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> extension through downtown San José are doubling down on a single-tunnel design for the long-delayed megaproject, despite concerns from some engineering experts that conclusions made in a newly released report may lack “validity.”\u003c/p>\n\u003cp>Managers of the Santa Clara Valley Transportation Authority, which is building the 6-mile, four-station project for BART, say their plan to dig one of the largest underground tunnels on earth to house the train tracks and its platforms 80 feet below ground is still the best option.\u003c/p>\n\u003cp>They reaffirmed that determination on Monday, after the agency released what it called an independent cost, risk and impact analysis of a previously considered design that would use two smaller tunnels at a shallower depth — a more conventional approach to building subways in line with most of the existing BART system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This report was prepared in direct response to inquiries from our board of directors and reflects VTA’s ongoing commitment to transparency, fiscal responsibility, and thoughtful data-driven decision-making,” Carolyn Gonot, VTA’s general manager, said Monday during a press briefing on the analysis.\u003c/p>\n\u003cp>Tom Maguire, head of megaprojects for VTA, said the report highlighted a higher cost and additional time required to construct a twin-bore design.\u003c/p>\n\u003cfigure id=\"attachment_11990511\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11990511 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">VTA General Manager Carolyn Gonot speaks during the agency’s BART to Silicon Valley Phase II project groundbreaking event on June 14, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Changing the design of the BART Silicon Valley extension from its current single-bore back to a twin-bore design would increase the cost of the project by at least $600 million, and would not allow us to open the project any sooner than the 2037 date, which we are currently on track to deliver,” Maguire said.\u003c/p>\n\u003cp>In 2014, the project was expected to cost $4.7 billion, with an intended completion date in 2026.\u003c/p>\n\u003cp>Maguire said updating plans and environmental reviews for the original twin-bore blueprints that were partially completed in 2008 — when BART’s extension into Santa Clara County was first being planned — risks pushing back the project timeline even more. Building underground “boxes” to house stations around the two smaller tunnels would drive significant cost increases, he said.[aside postID=news_11990508 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-01_qut-1020x680.jpg']The single-bore option would also be less disruptive, Maguire said, and requires less tearing up of surface streets like San José’s downtown thoroughfare, Santa Clara Street — as opposed to digging to build the shallower stations, or “cut-and-cover” construction.\u003c/p>\n\u003cp>The report, assembled by three different teams of VTA consultants, responded to critics, transit advocates and some VTA board members who say the twin-bore design might have been dismissed too quickly in 2018 by VTA because of concerns about the impacts of cut-and-cover construction.\u003c/p>\n\u003cp>However, a consultant for the VTA board’s project oversight committee, tasked with reviewing the report and offering feedback, questioned the agency’s conclusions and calculations about the twin-bore model.\u003c/p>\n\u003cp>Nasri Munfah, a principal at engineering firm Gall Zeidler, told VTA managers in a written memo that the cost estimate of the twin-bore design “appears to be overinflated” due to overly conservative timelines and nonessential design additions.\u003c/p>\n\u003cp>“These results invite questions of the validity of the cost estimate,” Munfah wrote in his response to the report.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Munfah wrote that the report fell short because it did “not compare the twin-bore vs the large single-bore concepts nor does it provide advantages/disadvantages of either of the two methods, or address risk assessment of either method.”\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, told KQED the comments from Gall Zeidler are “right on target,” and said the VTA report seems “completely inaccurate.”\u003c/p>\n\u003cp>“They deliberately added things to the twin-bore design to make it more expensive and deliberately removed things from the single-bore design to try and make it look less expensive,” Smits said, of the VTA.\u003c/p>\n\u003cp>In a response, the VTA pushed back against much of Gall Zeidler’s critiques about project schedules, saying they “appear to be opinion-based rather than analysis-based.” The agency said its teams made “conservative but reasonable” assumptions in their analysis.\u003c/p>\n\u003cp>Gall Zeidler needed to include more “specific examples and details” to support concerns raised about the estimated cost of stations, the agency continued, and said VTA staff “takes exception to certain statements such as ‘overinflated’ and ‘questioning the validity.’”\u003c/p>\n\u003cfigure id=\"attachment_12051898\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051898\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">An excavator operator moves material during early work on VTA’s BART to Silicon Valley Phase II Extension project at the West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As of Monday, the VTA said it isn’t planning to do any further analysis of the twin-bore design. It appears transit officials are hopeful this report will put to bed any skepticism of the agency’s decision.\u003c/p>\n\u003cp>Sudhanshu “Suds” Jain, a Santa Clara council member and a VTA board member, said Monday in an interview with KQED that he has “a great deal of skepticism” about the report, and is concerned overall about a lack of transparency from VTA higher-ups to the board and the public.\u003c/p>\n\u003cp>He said the project has been marred by questionable decision-making by VTA managers, such as waiting too long to \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">ditch the project’s primary \u003c/a>contractor earlier this year, which is expected to delay the start of tunneling by roughly a year and a half.\u003c/p>\n\u003cp>Jain also sits on the VTA board’s project oversight committee, which will review the report at its meeting on Thursday at noon.\u003c/p>\n\u003cp>Smits, the retired BART engineer, said the latest twin-bore report is “certainly not responsive to what the board and the public had requested,” and he expects the board members will have concerns with the way the report was prepared.\u003c/p>\n\u003cp>“The questions should continue,” Smits said, “because this report is not independent, it’s not a true apples-to-apples comparison.”\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/south-bay\">South Bay\u003c/a> transit officials in charge of building the $12.7 billion \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> extension through downtown San José are doubling down on a single-tunnel design for the long-delayed megaproject, despite concerns from some engineering experts that conclusions made in a newly released report may lack “validity.”\u003c/p>\n\u003cp>Managers of the Santa Clara Valley Transportation Authority, which is building the 6-mile, four-station project for BART, say their plan to dig one of the largest underground tunnels on earth to house the train tracks and its platforms 80 feet below ground is still the best option.\u003c/p>\n\u003cp>They reaffirmed that determination on Monday, after the agency released what it called an independent cost, risk and impact analysis of a previously considered design that would use two smaller tunnels at a shallower depth — a more conventional approach to building subways in line with most of the existing BART system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This report was prepared in direct response to inquiries from our board of directors and reflects VTA’s ongoing commitment to transparency, fiscal responsibility, and thoughtful data-driven decision-making,” Carolyn Gonot, VTA’s general manager, said Monday during a press briefing on the analysis.\u003c/p>\n\u003cp>Tom Maguire, head of megaprojects for VTA, said the report highlighted a higher cost and additional time required to construct a twin-bore design.\u003c/p>\n\u003cfigure id=\"attachment_11990511\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11990511 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">VTA General Manager Carolyn Gonot speaks during the agency’s BART to Silicon Valley Phase II project groundbreaking event on June 14, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Changing the design of the BART Silicon Valley extension from its current single-bore back to a twin-bore design would increase the cost of the project by at least $600 million, and would not allow us to open the project any sooner than the 2037 date, which we are currently on track to deliver,” Maguire said.\u003c/p>\n\u003cp>In 2014, the project was expected to cost $4.7 billion, with an intended completion date in 2026.\u003c/p>\n\u003cp>Maguire said updating plans and environmental reviews for the original twin-bore blueprints that were partially completed in 2008 — when BART’s extension into Santa Clara County was first being planned — risks pushing back the project timeline even more. Building underground “boxes” to house stations around the two smaller tunnels would drive significant cost increases, he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The single-bore option would also be less disruptive, Maguire said, and requires less tearing up of surface streets like San José’s downtown thoroughfare, Santa Clara Street — as opposed to digging to build the shallower stations, or “cut-and-cover” construction.\u003c/p>\n\u003cp>The report, assembled by three different teams of VTA consultants, responded to critics, transit advocates and some VTA board members who say the twin-bore design might have been dismissed too quickly in 2018 by VTA because of concerns about the impacts of cut-and-cover construction.\u003c/p>\n\u003cp>However, a consultant for the VTA board’s project oversight committee, tasked with reviewing the report and offering feedback, questioned the agency’s conclusions and calculations about the twin-bore model.\u003c/p>\n\u003cp>Nasri Munfah, a principal at engineering firm Gall Zeidler, told VTA managers in a written memo that the cost estimate of the twin-bore design “appears to be overinflated” due to overly conservative timelines and nonessential design additions.\u003c/p>\n\u003cp>“These results invite questions of the validity of the cost estimate,” Munfah wrote in his response to the report.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Munfah wrote that the report fell short because it did “not compare the twin-bore vs the large single-bore concepts nor does it provide advantages/disadvantages of either of the two methods, or address risk assessment of either method.”\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, told KQED the comments from Gall Zeidler are “right on target,” and said the VTA report seems “completely inaccurate.”\u003c/p>\n\u003cp>“They deliberately added things to the twin-bore design to make it more expensive and deliberately removed things from the single-bore design to try and make it look less expensive,” Smits said, of the VTA.\u003c/p>\n\u003cp>In a response, the VTA pushed back against much of Gall Zeidler’s critiques about project schedules, saying they “appear to be opinion-based rather than analysis-based.” The agency said its teams made “conservative but reasonable” assumptions in their analysis.\u003c/p>\n\u003cp>Gall Zeidler needed to include more “specific examples and details” to support concerns raised about the estimated cost of stations, the agency continued, and said VTA staff “takes exception to certain statements such as ‘overinflated’ and ‘questioning the validity.’”\u003c/p>\n\u003cfigure id=\"attachment_12051898\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051898\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">An excavator operator moves material during early work on VTA’s BART to Silicon Valley Phase II Extension project at the West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As of Monday, the VTA said it isn’t planning to do any further analysis of the twin-bore design. It appears transit officials are hopeful this report will put to bed any skepticism of the agency’s decision.\u003c/p>\n\u003cp>Sudhanshu “Suds” Jain, a Santa Clara council member and a VTA board member, said Monday in an interview with KQED that he has “a great deal of skepticism” about the report, and is concerned overall about a lack of transparency from VTA higher-ups to the board and the public.\u003c/p>\n\u003cp>He said the project has been marred by questionable decision-making by VTA managers, such as waiting too long to \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">ditch the project’s primary \u003c/a>contractor earlier this year, which is expected to delay the start of tunneling by roughly a year and a half.\u003c/p>\n\u003cp>Jain also sits on the VTA board’s project oversight committee, which will review the report at its meeting on Thursday at noon.\u003c/p>\n\u003cp>Smits, the retired BART engineer, said the latest twin-bore report is “certainly not responsive to what the board and the public had requested,” and he expects the board members will have concerns with the way the report was prepared.\u003c/p>\n\u003cp>“The questions should continue,” Smits said, “because this report is not independent, it’s not a true apples-to-apples comparison.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART and AC Transit’s New Schedules and Changes Start This Week. Check If Your Route’s Affected",
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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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"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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"title": "Proposed Transit Tax Should Be Paid by Businesses, Not People, Progressive Group Says",
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"content": "\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
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"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"id": "fresh-air",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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