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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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"excerpt": "The Clipper system that allows hundreds of thousands of Bay Area commuters to pay transit fares suffered a total network failure on Tuesday morning.",
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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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"slug": "controversial-housing-near-transit-bill-advances-to-next-stop-in-legislature",
"title": "Controversial Housing-Near-Transit Bill Advances to Next Stop in Legislature",
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"content": "\u003cp>A controversial bill that would allow \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">more apartments near public transit\u003c/a> stations throughout California narrowly squeaked through the state Senate on Tuesday.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB79\">SB 79\u003c/a>, needed 21 “yes” votes to pass, and it had none to spare, with senators voting 21–13 to advance it to the Assembly. Authored by Sen. Scott Wiener, D-San Francisco, SB 79 would enable the construction of buildings between four and nine stories tall near certain high-frequency bus stations, train and ferry stops. Wiener said the goals of the bill are twofold: to buoy beleaguered public transit agencies still recovering from \u003ca href=\"https://www.metro.net/about/la-metro-kicks-off-2025-with-continued-ridership-growth/#:~:text=January%20year%2Dover%2Dyear%20ridership,of%20its%20pre%2Dpandemic%20level.\">pandemic-era\u003c/a> ridership dips and to boost housing construction.\u003c/p>\n\u003cp>“We see that we do have [transit] systems in California that don’t have a lot of housing around it, and they have low ridership as a result,” Wiener said on the Senate floor on Tuesday. “And so the purpose of this bill is to say, ‘Let’s focus more housing around the highest-quality public transportation, where we have made significant public investments of tax dollars.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Previous attempts to pass similar measures — most recently \u003ca href=\"https://www.kqed.org/news/11798945/__trashed-4\">SB 50 in 2020\u003c/a> and its predecessor, SB 857, which was first introduced in 2018 — died in the legislature before making it to the governor’s desk. The latest iteration comes as the state’s Democratic legislature, reeling from the results of the 2024 national election, has \u003ca href=\"https://calmatters.org/politics/2025/02/california-affordability-housing-costs-legislation/#:~:text=At%20least%20250%20of%20the,improve%20services%2C%E2%80%9D%20Miller%20said.\">vowed to take on the issue of affordability\u003c/a>, but \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">without a clear consensus\u003c/a> on just how to achieve it.\u003c/p>\n\u003cp>On the Senate floor on Tuesday, those differences were on display, with opponents of the bill claiming it lacks clear affordability requirements and supporters pointing to the state’s \u003ca href=\"https://www.ppic.org/blog/new-housing-fails-to-make-up-for-decades-of-undersupply/\">housing shortage\u003c/a> as the primary driver of \u003ca href=\"https://lao.ca.gov/LAOEconTax/Article/Detail/793\">rising home costs\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12042698\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042698\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-800x517.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1020x659.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under SB 79, transit stops would be separated into “tiers” based on the frequency of the service and location. Heavy rail lines, such as BART and Caltrain, could see taller apartments, and lower-frequency commuter lines, such as SMART Rail and ferry stops, would see less intensive development. \u003ccite>(Illustration by Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sen. Lola Smallwood Cuevas, D-Los Angeles, agreed with the bill’s basic premise to prioritize new housing around transit, but worried that without stronger anti-displacement measures, it would allow new development to push out lower-income residents, who are also most likely to \u003ca href=\"https://calmatters.org/housing/2025/05/la-gentrification-public-transit/\">ride public transportation\u003c/a>.\u003c/p>\n\u003cp>“And I don’t see enough opportunity in this bill to stop the massive displacement,” she said before ultimately abstaining from a vote. “There is no mention of community benefits. There’s no mention in terms of — how do we ensure that our most vulnerable communities, that are at the most risk of being displaced, how do we ensure that they have an opportunity to fully participate?”\u003c/p>\n\u003cp>The bill requires developers to abide by local inclusionary housing mandates and allows them to take advantage of existing \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB423\">permit streamlining\u003c/a> and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=65915&lawCode=GOV\">density bonus\u003c/a> laws, which would trigger built-in affordability requirements, Wiener noted. If developers opt out, they would have to go through the same public process they undergo now. But he added, the bill’s premise — to allow apartments in areas where they wouldn’t otherwise be permitted — also makes affordable housing easier to build.[aside postID=news_12031302 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/010_KQED_AlamedaAffordableHousing_01122023-1020x680.jpg']“Low-density housing means no affordable housing because you’re not going to have affordable housing unless you have a certain level of multi-unit density,” he said, noting that the Nonprofit Housing Association of Northern California, which had earlier been opposed to the bill, was now in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260SB79\">support\u003c/a>.\u003c/p>\n\u003cp>The bill also faced bipartisan opposition from senators who said it would override cities’ ability to plan for housing in their communities by allowing transit agencies to have more control over what gets built near stations.\u003c/p>\n\u003cp>“The bill also allows transit agencies to become de facto land developers,” Sen. Kelly Seyarto, R-Murrieta, said. “And the need to make land use decisions based on agency fiscal needs will taint the need to act in the best interest of the public and the community.”\u003c/p>\n\u003cp>Under \u003ca href=\"https://cayimby.org/wp-content/uploads/2025/05/SB-79-Wiener-Fact-Sheet-5.14.25.pdf\">the proposed legislation\u003c/a>, apartment buildings would be the tallest directly adjacent to a transit stop, stepping down with a quarter-mile and again within a half-mile. The transit systems would be further separated into “tiers” based on the type of system, frequency of service and where the transit agencies are located.\u003c/p>\n\u003cp>Heavy rail and high-frequency commuter trains — such as BART, Caltrain and LA Metro’s B and D lines — would have the most intensive housing development near stations and ferry stops or commuter rail, such as the SMART Rail, having the least.\u003c/p>\n\u003cfigure id=\"attachment_12042675\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Apartment buildings under construction near Macarthur BART station in Oakland, on Feb. 21, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit stops located in counties with fewer than 15 rail stations would be subject to the least intensive development standards.\u003c/p>\n\u003cp>Sen. Josh Becker, D-Menlo Park, who ultimately voted in support of the measure, said he was concerned that cities are already required to demonstrate to the state how they plan to accommodate new housing in their communities through a process called the \u003ca href=\"https://www.hcd.ca.gov/planning-and-community-development/regional-housing-needs-allocation\">Regional Housing Needs Allocation\u003c/a>, and this bill undermines it.\u003c/p>\n\u003cp>“Many cities only recently completed those [plans], where we told them, ‘Hey, you pick where you zone,’” he said. “And then, here, we’re coming along and saying, ‘Hey, and by the way, we’re gonna choose for you in these areas.’”\u003c/p>\n\u003cp>A recent amendment to the bill allows jurisdictions to present their own proposals to the state’s housing department to increase density around transit stops. That could mean allowing more housing near one station within a city and less around another, or building taller apartments on one side of a station.\u003c/p>\n\u003cp>“It is very important to me to give cities additional flexibility to say, ‘We understand what you’re trying to do. We want to do it in a somewhat different way,’” Wiener said, adding that flexibility is already written into the bill. “I know we can make it even better, and I’m committed to doing that work.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The bill, SB 79, by state Sen. Scott Wiener, would allow buildings between four and seven stories tall around certain bus, ferry and train stations across California. ",
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"title": "Controversial Housing-Near-Transit Bill Advances to Next Stop in Legislature | KQED",
"description": "The bill, SB 79, by state Sen. Scott Wiener, would allow buildings between four and seven stories tall around certain bus, ferry and train stations across California. ",
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"headline": "Controversial Housing-Near-Transit Bill Advances to Next Stop in Legislature",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A controversial bill that would allow \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">more apartments near public transit\u003c/a> stations throughout California narrowly squeaked through the state Senate on Tuesday.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB79\">SB 79\u003c/a>, needed 21 “yes” votes to pass, and it had none to spare, with senators voting 21–13 to advance it to the Assembly. Authored by Sen. Scott Wiener, D-San Francisco, SB 79 would enable the construction of buildings between four and nine stories tall near certain high-frequency bus stations, train and ferry stops. Wiener said the goals of the bill are twofold: to buoy beleaguered public transit agencies still recovering from \u003ca href=\"https://www.metro.net/about/la-metro-kicks-off-2025-with-continued-ridership-growth/#:~:text=January%20year%2Dover%2Dyear%20ridership,of%20its%20pre%2Dpandemic%20level.\">pandemic-era\u003c/a> ridership dips and to boost housing construction.\u003c/p>\n\u003cp>“We see that we do have [transit] systems in California that don’t have a lot of housing around it, and they have low ridership as a result,” Wiener said on the Senate floor on Tuesday. “And so the purpose of this bill is to say, ‘Let’s focus more housing around the highest-quality public transportation, where we have made significant public investments of tax dollars.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Previous attempts to pass similar measures — most recently \u003ca href=\"https://www.kqed.org/news/11798945/__trashed-4\">SB 50 in 2020\u003c/a> and its predecessor, SB 857, which was first introduced in 2018 — died in the legislature before making it to the governor’s desk. The latest iteration comes as the state’s Democratic legislature, reeling from the results of the 2024 national election, has \u003ca href=\"https://calmatters.org/politics/2025/02/california-affordability-housing-costs-legislation/#:~:text=At%20least%20250%20of%20the,improve%20services%2C%E2%80%9D%20Miller%20said.\">vowed to take on the issue of affordability\u003c/a>, but \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">without a clear consensus\u003c/a> on just how to achieve it.\u003c/p>\n\u003cp>On the Senate floor on Tuesday, those differences were on display, with opponents of the bill claiming it lacks clear affordability requirements and supporters pointing to the state’s \u003ca href=\"https://www.ppic.org/blog/new-housing-fails-to-make-up-for-decades-of-undersupply/\">housing shortage\u003c/a> as the primary driver of \u003ca href=\"https://lao.ca.gov/LAOEconTax/Article/Detail/793\">rising home costs\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12042698\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042698\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-800x517.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1020x659.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under SB 79, transit stops would be separated into “tiers” based on the frequency of the service and location. Heavy rail lines, such as BART and Caltrain, could see taller apartments, and lower-frequency commuter lines, such as SMART Rail and ferry stops, would see less intensive development. \u003ccite>(Illustration by Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sen. Lola Smallwood Cuevas, D-Los Angeles, agreed with the bill’s basic premise to prioritize new housing around transit, but worried that without stronger anti-displacement measures, it would allow new development to push out lower-income residents, who are also most likely to \u003ca href=\"https://calmatters.org/housing/2025/05/la-gentrification-public-transit/\">ride public transportation\u003c/a>.\u003c/p>\n\u003cp>“And I don’t see enough opportunity in this bill to stop the massive displacement,” she said before ultimately abstaining from a vote. “There is no mention of community benefits. There’s no mention in terms of — how do we ensure that our most vulnerable communities, that are at the most risk of being displaced, how do we ensure that they have an opportunity to fully participate?”\u003c/p>\n\u003cp>The bill requires developers to abide by local inclusionary housing mandates and allows them to take advantage of existing \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB423\">permit streamlining\u003c/a> and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=65915&lawCode=GOV\">density bonus\u003c/a> laws, which would trigger built-in affordability requirements, Wiener noted. If developers opt out, they would have to go through the same public process they undergo now. But he added, the bill’s premise — to allow apartments in areas where they wouldn’t otherwise be permitted — also makes affordable housing easier to build.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Low-density housing means no affordable housing because you’re not going to have affordable housing unless you have a certain level of multi-unit density,” he said, noting that the Nonprofit Housing Association of Northern California, which had earlier been opposed to the bill, was now in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260SB79\">support\u003c/a>.\u003c/p>\n\u003cp>The bill also faced bipartisan opposition from senators who said it would override cities’ ability to plan for housing in their communities by allowing transit agencies to have more control over what gets built near stations.\u003c/p>\n\u003cp>“The bill also allows transit agencies to become de facto land developers,” Sen. Kelly Seyarto, R-Murrieta, said. “And the need to make land use decisions based on agency fiscal needs will taint the need to act in the best interest of the public and the community.”\u003c/p>\n\u003cp>Under \u003ca href=\"https://cayimby.org/wp-content/uploads/2025/05/SB-79-Wiener-Fact-Sheet-5.14.25.pdf\">the proposed legislation\u003c/a>, apartment buildings would be the tallest directly adjacent to a transit stop, stepping down with a quarter-mile and again within a half-mile. The transit systems would be further separated into “tiers” based on the type of system, frequency of service and where the transit agencies are located.\u003c/p>\n\u003cp>Heavy rail and high-frequency commuter trains — such as BART, Caltrain and LA Metro’s B and D lines — would have the most intensive housing development near stations and ferry stops or commuter rail, such as the SMART Rail, having the least.\u003c/p>\n\u003cfigure id=\"attachment_12042675\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Apartment buildings under construction near Macarthur BART station in Oakland, on Feb. 21, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit stops located in counties with fewer than 15 rail stations would be subject to the least intensive development standards.\u003c/p>\n\u003cp>Sen. Josh Becker, D-Menlo Park, who ultimately voted in support of the measure, said he was concerned that cities are already required to demonstrate to the state how they plan to accommodate new housing in their communities through a process called the \u003ca href=\"https://www.hcd.ca.gov/planning-and-community-development/regional-housing-needs-allocation\">Regional Housing Needs Allocation\u003c/a>, and this bill undermines it.\u003c/p>\n\u003cp>“Many cities only recently completed those [plans], where we told them, ‘Hey, you pick where you zone,’” he said. “And then, here, we’re coming along and saying, ‘Hey, and by the way, we’re gonna choose for you in these areas.’”\u003c/p>\n\u003cp>A recent amendment to the bill allows jurisdictions to present their own proposals to the state’s housing department to increase density around transit stops. That could mean allowing more housing near one station within a city and less around another, or building taller apartments on one side of a station.\u003c/p>\n\u003cp>“It is very important to me to give cities additional flexibility to say, ‘We understand what you’re trying to do. We want to do it in a somewhat different way,’” Wiener said, adding that flexibility is already written into the bill. “I know we can make it even better, and I’m committed to doing that work.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "last-ditch-effort-fund-bay-area-transit-tries-pick-up-support",
"title": "A Last-Ditch Effort to Fund Bay Area Transit Tries to Pick Up Support",
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"headTitle": "A Last-Ditch Effort to Fund Bay Area Transit Tries to Pick Up Support | KQED",
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"content": "\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.[aside postID=news_12039472 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250509-BARTOUTAGE-03-BL-KQED-1020x680.jpg']The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With Bay Area transit agencies facing future budget shortfalls in the hundreds of millions of dollars, lawmakers are looking to a sales tax measure to prevent drastic service cuts. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bay Area lawmakers are unveiling the first draft of a November 2026 regional sales tax measure designed to help the largest Bay Area transit agencies deal with a long-term financial crisis that could lead to deep, long-lasting service cuts.\u003c/p>\n\u003cp>The measure is outlined in a bill, SB 63, by state Sens. Scott Wiener (D-San Francisco) and Jesse Arreguín (D-Berkeley), who released the first details of the proposal Monday.\u003c/p>\n\u003cp>Their bill would authorize a sales tax measure in San Francisco, Alameda and Contra Costa counties. The legislation includes a provision that allows San Mateo and Santa Clara county officials to decide whether they want to participate by July 31.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The sales tax, to be set at a half-cent in Alameda and Contra Costa counties and up to 1 cent in San Francisco, would help pay for day-to-day operations at BART, Muni, AC Transit and other agencies as well as for regional initiatives to make transit easier to use.\u003c/p>\n\u003cp>“We must do everything we can to strengthen our public transportation systems to prevent major service cuts, which would be devastating not only for transit riders, but for everyone in the Bay Area,” Wiener said in a statement.\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs for the Metropolitan Transportation Commission, said the bill is promising.\u003c/p>\n\u003cp>“This appears to move in the right direction to avert major transit service cuts, on BART in particular, and funding critical customer improvements that we know Bay Area residents want to see to make transit a more attractive option,” Long said in an interview.[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']The measure announced Monday is a dramatically scaled-back version of an ambitious plan floated last year that would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>But that effort, embodied in Sen. Wiener’s SB 1031, \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">collapsed\u003c/a> amid a series of bitter disagreements, including what kind of tax should be imposed and how revenue would be distributed.\u003c/p>\n\u003cp>If last year is any indication, SB 63, too, will be the subject of intensive negotiations before the details of the measure are finalized and can be placed on the November 2026 ballot. Even if it wins voter approval, the proposed tax measure will not be enough by itself to erase the deficits the Bay Area’s biggest transit agencies are facing.\u003c/p>\n\u003cp>It’s unclear how much money the proposed three-county sales tax would raise, but the Metropolitan Transportation Commission has estimated that a four-county tax including San Mateo County would raise $560 million a year.\u003c/p>\n\u003cp>BART is projecting deficits of more than $350 million a year starting in July 2026. Muni forecasts a yearly shortfall of more than $300 million. Deficits at AC Transit and Caltrain are smaller but erasing them would still require significant service cuts.\u003c/p>\n\u003cp>To maintain transit operations at a level close to current levels, officials in San Francisco and at BART have discussed supplemental revenue measures that would also likely appear on ballots in 2026.\u003c/p>\n\u003cp>Bay Area transit agencies have received billions of dollars in federal and state emergency funding to make up for fare revenue lost during the COVID-19 pandemic. But with that funding running out, transit operators, elected officials and transportation advocates across the region have been looking to a regional tax to avoid deep cuts in bus, train and ferry services.\u003c/p>\n\u003cp>A regional measure has also been seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area lawmakers are unveiling the first draft of a November 2026 regional sales tax measure designed to help the largest Bay Area transit agencies deal with a long-term financial crisis that could lead to deep, long-lasting service cuts.\u003c/p>\n\u003cp>The measure is outlined in a bill, SB 63, by state Sens. Scott Wiener (D-San Francisco) and Jesse Arreguín (D-Berkeley), who released the first details of the proposal Monday.\u003c/p>\n\u003cp>Their bill would authorize a sales tax measure in San Francisco, Alameda and Contra Costa counties. The legislation includes a provision that allows San Mateo and Santa Clara county officials to decide whether they want to participate by July 31.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The sales tax, to be set at a half-cent in Alameda and Contra Costa counties and up to 1 cent in San Francisco, would help pay for day-to-day operations at BART, Muni, AC Transit and other agencies as well as for regional initiatives to make transit easier to use.\u003c/p>\n\u003cp>“We must do everything we can to strengthen our public transportation systems to prevent major service cuts, which would be devastating not only for transit riders, but for everyone in the Bay Area,” Wiener said in a statement.\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs for the Metropolitan Transportation Commission, said the bill is promising.\u003c/p>\n\u003cp>“This appears to move in the right direction to avert major transit service cuts, on BART in particular, and funding critical customer improvements that we know Bay Area residents want to see to make transit a more attractive option,” Long said in an interview.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The measure announced Monday is a dramatically scaled-back version of an ambitious plan floated last year that would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>But that effort, embodied in Sen. Wiener’s SB 1031, \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">collapsed\u003c/a> amid a series of bitter disagreements, including what kind of tax should be imposed and how revenue would be distributed.\u003c/p>\n\u003cp>If last year is any indication, SB 63, too, will be the subject of intensive negotiations before the details of the measure are finalized and can be placed on the November 2026 ballot. Even if it wins voter approval, the proposed tax measure will not be enough by itself to erase the deficits the Bay Area’s biggest transit agencies are facing.\u003c/p>\n\u003cp>It’s unclear how much money the proposed three-county sales tax would raise, but the Metropolitan Transportation Commission has estimated that a four-county tax including San Mateo County would raise $560 million a year.\u003c/p>\n\u003cp>BART is projecting deficits of more than $350 million a year starting in July 2026. Muni forecasts a yearly shortfall of more than $300 million. Deficits at AC Transit and Caltrain are smaller but erasing them would still require significant service cuts.\u003c/p>\n\u003cp>To maintain transit operations at a level close to current levels, officials in San Francisco and at BART have discussed supplemental revenue measures that would also likely appear on ballots in 2026.\u003c/p>\n\u003cp>Bay Area transit agencies have received billions of dollars in federal and state emergency funding to make up for fare revenue lost during the COVID-19 pandemic. But with that funding running out, transit operators, elected officials and transportation advocates across the region have been looking to a regional tax to avoid deep cuts in bus, train and ferry services.\u003c/p>\n\u003cp>A regional measure has also been seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Caltrain Is Sending Its Old Diesel Fleet to Peru. One State Lawmaker Is Not Happy",
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"content": "\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>[aside postID=news_12017428 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/01_120224_Drumm-Avenue_CS_CM_08-1020x680.jpg']\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San José Sen. Dave Cortese introduced a bill to block such transfers, saying that sending the fossil-fuel-burning engines abroad is just shifting pollution from one place to another.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks?",
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"headTitle": "BART’s Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
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"content": "\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return",
"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return",
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"headTitle": "Transit Breakdown (Literally): BART’s Big Budget Trouble, Anemic Ridership and Whether the ‘Normal’ Commute Will Ever Return | KQED",
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"content": "\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.",
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"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/11844943/measure-rr-caltrain-sales-tax-measure-results\" rel=\"noopener noreferrer\" target=\"_blank\">We told you last week\u003c/a> that Measure RR, the measure that would impose a one-eighth-cent sales tax to support Caltrain, looked like it was on its way to rather easily getting the two-thirds majority it needed from voters in Santa Clara, San Francisco and San Mateo counties. \u003c/p>\n\u003cp>That’s still true today, though there’s a little bit of a wrinkle in the results people have been asking us about. \u003c/p>\n\u003cp>As of Tuesday evening, with the most recent returns from all three counties, Measure RR was getting \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">a 69% “yes” vote\u003c/a>. That’s obviously well above the 66.66% threshold, and with a rapidly shrinking number of outstanding ballots to count, the tax is a done deal \u003c/p>\n\u003cp>But here’s the thing people are asking about: The vote in two of the three counties involved, San Francisco and San Mateo, is well above 70% “yes.” But the vote in the third county, Santa Clara, has actually dropped below the two-thirds threshold and now stands at 65.9%. \u003c/p>\n\u003cp>So, what gives? Does Measure RR go down to defeat if it fails to get a two-thirds vote in Santa Clara County?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>The answer: No.\u003c/strong> The measure’s success or failure depends on the collective vote total from all three counties, which are joined together in a special district called the Peninsula Corridor Joint Powers Authority. \u003c/p>\n\u003cp>In essence, when voters cast their “yes” or “no” ballots on Measure RR, they were doing so not as citizens of San Mateo, Santa Clara or San Francisco counties but as residents of that special district. It’s the same basic process as voting in a legislative district that spans several counties: What decides the race is the district total, not the totals in each county.\u003c/p>\n\u003cp>[aside postID=news_11844943 hero='https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-1180x885.jpg']This isn’t the first time in recent Bay Area history that a multicounty tax measure has succeeded despite failing to get the needed vote in one or more of the counties involved. \u003c/p>\n\u003cp>For instance, BART’s $3.5 billion bond measure in 2016 (also called Measure RR) needed a two-thirds majority because it sought to impose parcel taxes in the three BART counties — Alameda, Contra Costa and San Francisco.\u003c/p>\n\u003cp>Voters in San Francisco and Alameda counties embraced the idea, giving it “yes” votes of 81.3% and 71.3% respectively. Contra Costa voters did not warm up to the idea quite so much, though 60.4% of them voted for it. The \u003ca href=\"https://www.kqed.org/news/11159698/bart-bond-measure-leads-in-early-vote-returns\" rel=\"noopener noreferrer\" target=\"_blank\">overall result\u003c/a> was a 70.5% bond approval in the three BART counties. \u003c/p>\n\u003cp>In 2018, Bay Area voters were asked to approve toll increases on the region’s state-owned bridges. The state law authorizing the measure, Regional Measure 3, effectively turned the nine Bay Area counties into a special district where a simple majority of all voters could approve the increases. \u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11674221/the-regional-measure-3-victory-by-the-numbers\" rel=\"noopener noreferrer\" target=\"_blank\">The measure won 55% approval\u003c/a> in the region, though voters in two of the counties opposed it. In Contra Costa County, the vote was 55.5% “no.” In Solano, it was 70% against. (Although Regional Measure 3 passed, it’s been the subject of several court challenges. One, which argues the bridge toll increases are a tax requiring two-thirds voter approval, is headed to the state Supreme Court. In the meantime, the first round of higher tolls took effect last year and are being collected but not spent pending the outcome of the case). \u003c/p>\n\u003cp>You might ask who set up the rules for special district tax votes like the one involved in Caltrain’s Measure RR. The answer is, basically, we the voters.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=CONS&article=XIII%20C\" rel=\"noopener noreferrer\" target=\"_blank\">Article XIIIC\u003c/a> of the California Constitution, approved by voters in 1996 as Proposition 218, sets out the basic rules for special district taxing authority and requirements for voter approval.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Why the Caltrain Sales Tax Wins Even If It 'Loses' in Santa Clara County | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/11844943/measure-rr-caltrain-sales-tax-measure-results\" rel=\"noopener noreferrer\" target=\"_blank\">We told you last week\u003c/a> that Measure RR, the measure that would impose a one-eighth-cent sales tax to support Caltrain, looked like it was on its way to rather easily getting the two-thirds majority it needed from voters in Santa Clara, San Francisco and San Mateo counties. \u003c/p>\n\u003cp>That’s still true today, though there’s a little bit of a wrinkle in the results people have been asking us about. \u003c/p>\n\u003cp>As of Tuesday evening, with the most recent returns from all three counties, Measure RR was getting \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">a 69% “yes” vote\u003c/a>. That’s obviously well above the 66.66% threshold, and with a rapidly shrinking number of outstanding ballots to count, the tax is a done deal \u003c/p>\n\u003cp>But here’s the thing people are asking about: The vote in two of the three counties involved, San Francisco and San Mateo, is well above 70% “yes.” But the vote in the third county, Santa Clara, has actually dropped below the two-thirds threshold and now stands at 65.9%. \u003c/p>\n\u003cp>So, what gives? Does Measure RR go down to defeat if it fails to get a two-thirds vote in Santa Clara County?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>The answer: No.\u003c/strong> The measure’s success or failure depends on the collective vote total from all three counties, which are joined together in a special district called the Peninsula Corridor Joint Powers Authority. \u003c/p>\n\u003cp>In essence, when voters cast their “yes” or “no” ballots on Measure RR, they were doing so not as citizens of San Mateo, Santa Clara or San Francisco counties but as residents of that special district. It’s the same basic process as voting in a legislative district that spans several counties: What decides the race is the district total, not the totals in each county.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This isn’t the first time in recent Bay Area history that a multicounty tax measure has succeeded despite failing to get the needed vote in one or more of the counties involved. \u003c/p>\n\u003cp>For instance, BART’s $3.5 billion bond measure in 2016 (also called Measure RR) needed a two-thirds majority because it sought to impose parcel taxes in the three BART counties — Alameda, Contra Costa and San Francisco.\u003c/p>\n\u003cp>Voters in San Francisco and Alameda counties embraced the idea, giving it “yes” votes of 81.3% and 71.3% respectively. Contra Costa voters did not warm up to the idea quite so much, though 60.4% of them voted for it. The \u003ca href=\"https://www.kqed.org/news/11159698/bart-bond-measure-leads-in-early-vote-returns\" rel=\"noopener noreferrer\" target=\"_blank\">overall result\u003c/a> was a 70.5% bond approval in the three BART counties. \u003c/p>\n\u003cp>In 2018, Bay Area voters were asked to approve toll increases on the region’s state-owned bridges. The state law authorizing the measure, Regional Measure 3, effectively turned the nine Bay Area counties into a special district where a simple majority of all voters could approve the increases. \u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11674221/the-regional-measure-3-victory-by-the-numbers\" rel=\"noopener noreferrer\" target=\"_blank\">The measure won 55% approval\u003c/a> in the region, though voters in two of the counties opposed it. In Contra Costa County, the vote was 55.5% “no.” In Solano, it was 70% against. (Although Regional Measure 3 passed, it’s been the subject of several court challenges. One, which argues the bridge toll increases are a tax requiring two-thirds voter approval, is headed to the state Supreme Court. In the meantime, the first round of higher tolls took effect last year and are being collected but not spent pending the outcome of the case). \u003c/p>\n\u003cp>You might ask who set up the rules for special district tax votes like the one involved in Caltrain’s Measure RR. The answer is, basically, we the voters.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=CONS&article=XIII%20C\" rel=\"noopener noreferrer\" target=\"_blank\">Article XIIIC\u003c/a> of the California Constitution, approved by voters in 1996 as Proposition 218, sets out the basic rules for special district taxing authority and requirements for voter approval.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Voters in San Francisco, San Mateo and Santa Clara counties served by Caltrain appeared to have passed a new one-eighth-cent sales tax to fund improvements and expansion of the service. Supporters say the tax will help Caltrain survive a major drop in ridership due to the coronavirus pandemic and pave the way for ambitious expansions in decades to come.\u003c/p>\n\u003cp>Measure RR, which gives the three-decade-old transit agency its first dedicated source of funding, needed a two-thirds “yes” vote among all ballots cast in the three Caltrain counties to pass. With more than half of expected ballots counted in the three counties by 1:30 a.m. on Wednesday, the measure was passing with a 70.4% “yes” vote.\u003c/p>\n\u003cp>“It’s just phenomenal to have this level of support from the voters and the taxpayers,” said Dave Pine, a member of the San Mateo County Board of Supervisors and chair of the Peninsula Corridor Joint Powers Board that oversees Caltrain.\u003c/p>\n\u003cp>Read the full story \u003ca href=\"https://www.kqed.org/news/11844943/measure-rr-caltrain-sales-tax-measure-results\" target=\"_blank\" rel=\"noopener noreferrer\">here\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Voters in San Francisco, San Mateo and Santa Clara counties served by Caltrain appeared to have passed a new one-eighth-cent sales tax to fund improvements and expansion of the service. Supporters say the tax will help Caltrain survive a major drop in ridership due to the coronavirus pandemic and pave the way for ambitious expansions in decades to come.\u003c/p>\n\u003cp>Measure RR, which gives the three-decade-old transit agency its first dedicated source of funding, needed a two-thirds “yes” vote among all ballots cast in the three Caltrain counties to pass. With more than half of expected ballots counted in the three counties by 1:30 a.m. on Wednesday, the measure was passing with a 70.4% “yes” vote.\u003c/p>\n\u003cp>“It’s just phenomenal to have this level of support from the voters and the taxpayers,” said Dave Pine, a member of the San Mateo County Board of Supervisors and chair of the Peninsula Corridor Joint Powers Board that oversees Caltrain.\u003c/p>\n\u003cp>Read the full story \u003ca href=\"https://www.kqed.org/news/11844943/measure-rr-caltrain-sales-tax-measure-results\" target=\"_blank\" rel=\"noopener noreferrer\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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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"airtime": "SUN 7:30pm-8pm",
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"info": "Inside Europe, a one-hour weekly news magazine hosted by Helen Seeney and Keith Walker, explores the topical issues shaping the continent. No other part of the globe has experienced such dynamic political and social change in recent years.",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"live-from-here-highlights": {
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"title": "Live from Here Highlights",
"info": "Chris Thile steps to the mic as the host of Live from Here (formerly A Prairie Home Companion), a live public radio variety show. Download Chris’s Song of the Week plus other highlights from the broadcast. Produced by American Public Media.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Live-From-Here-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"rss": "https://feeds.publicradio.org/public_feeds/a-prairie-home-companion-highlights/rss/rss"
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
"id": "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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"order": 13
},
"link": "/podcasts/mindshift",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"order": 12
},
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
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"our-body-politic": {
"id": "our-body-politic",
"title": "Our Body Politic",
"info": "Presented by KQED, KCRW and KPCC, and created and hosted by award-winning journalist Farai Chideya, Our Body Politic is unapologetically centered on reporting on not just how women of color experience the major political events of today, but how they’re impacting those very issues.",
"airtime": "SAT 6pm-7pm, SUN 1am-2am",
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"meta": {
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},
"link": "/radio/program/our-body-politic",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5zaW1wbGVjYXN0LmNvbS9feGFQaHMxcw",
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"order": 15
},
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"planet-money": {
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"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
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"politicalbreakdown": {
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 6
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5Nzk2MzI2MTEx",
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"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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