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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">campaign to avert drastic service cuts at San Francisco’s Muni \u003c/a>this week temporarily paused signature gathering after the campaign’s legal team identified a potential issue with its filings.\u003c/p>\n\u003cp>“ As soon as our legal team flagged a technical, non-policy related oversight in the filing, we moved to refile,” said Max Szabo, a spokesperson for the Stronger Muni For All campaign — which launched signature gathering last week.\u003c/p>\n\u003cp>The initiative is pushing for a parcel tax measure on San Francisco’s November ballot, in order to \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">avoid deep service cuts\u003c/a> at Muni, the city’s public transit provider.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The campaign said it amended its filing with the city’s Department of Elections “out of an abundance of caution,” to include the full text of two sections of existing law that would be changed if the measure passes — information that was not included in the original filing.\u003c/p>\n\u003cp>“[San Francisco Mayor Daniel Lurie] and the measure’s proponents believe there is no acceptable risk when it comes to saving Muni,” Szabo said.\u003c/p>\n\u003cp>The Department of Elections confirmed that campaign proponents refiled documents on Wednesday morning.\u003c/p>\n\u003cp>Campaign staff told signature gatherers on Monday morning to pause their work until they could redistribute updated petitions, and told the canvassers to return already signed petitions to the campaign.[aside postID=news_12075999 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg']The refiling will not impact the campaign, staff said, and signature gathering will restart “imminently.”\u003c/p>\n\u003cp>“ We’re all set to qualify and win this thing in November,” Szabo said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, is forecasting budget deficits of more than $300 million beginning next fiscal year. Without additional funding, it could be forced to eliminate 20 bus routes, end cable car service or terminate regular operations at 9 p.m. The agency continues to struggle to recover from pandemic-related drops in revenue.\u003c/p>\n\u003cp>About $150 million of the revenue generated from the parcel tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>A separate transit funding campaign, The Connect Bay Area Act, is currently gathering signatures to place a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> on the November ballot in five Bay Area counties, which would also bring more than $100million to Muni’s coffers annually, as well as other struggling transit agencies.\u003c/p>\n\u003cp>The Stronger Muni For All campaign encouraged signature gatherers to redirect their energy to the Connect Bay Area campaign while it worked to fix the issue. Paid and volunteer signature gatherers must collect just over 10,600 valid signatures by July 6 to get the parcel tax measure on the November ballot.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The campaign said it amended its filing with the city’s Department of Elections “out of an abundance of caution,” to include the full text of two sections of existing law that would be changed if the measure passes — information that was not included in the original filing.\u003c/p>\n\u003cp>“[San Francisco Mayor Daniel Lurie] and the measure’s proponents believe there is no acceptable risk when it comes to saving Muni,” Szabo said.\u003c/p>\n\u003cp>The Department of Elections confirmed that campaign proponents refiled documents on Wednesday morning.\u003c/p>\n\u003cp>Campaign staff told signature gatherers on Monday morning to pause their work until they could redistribute updated petitions, and told the canvassers to return already signed petitions to the campaign.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The refiling will not impact the campaign, staff said, and signature gathering will restart “imminently.”\u003c/p>\n\u003cp>“ We’re all set to qualify and win this thing in November,” Szabo said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, is forecasting budget deficits of more than $300 million beginning next fiscal year. Without additional funding, it could be forced to eliminate 20 bus routes, end cable car service or terminate regular operations at 9 p.m. The agency continues to struggle to recover from pandemic-related drops in revenue.\u003c/p>\n\u003cp>About $150 million of the revenue generated from the parcel tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>A separate transit funding campaign, The Connect Bay Area Act, is currently gathering signatures to place a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> on the November ballot in five Bay Area counties, which would also bring more than $100million to Muni’s coffers annually, as well as other struggling transit agencies.\u003c/p>\n\u003cp>The Stronger Muni For All campaign encouraged signature gatherers to redirect their energy to the Connect Bay Area campaign while it worked to fix the issue. Paid and volunteer signature gatherers must collect just over 10,600 valid signatures by July 6 to get the parcel tax measure on the November ballot.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "All Aboard the 67, San Francisco’s Most Delayed Bus",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">The 67 is Muni’s most delayed bus line, snaking through the hills along Alemany Boulevard and Bernal Heights, ending at the 24th and Mission BART station. However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The 67 is Muni’s most delayed bus line, snaking through the hills along Alemany Boulevard and Bernal Heights, ending at the 24th and Mission BART station. However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.[aside postID=news_12073883 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_014-KQED.jpg']At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.[aside postID=news_12070685 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00248_TV-KQED.jpg']\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Maria Castillo huddled under her umbrella on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cortland Street as she waited for her bus in the frigid rain.\u003c/p>\n\u003cp>“It’s so cold right now,” the 56-year-old told KQED in Spanish earlier this month, drawing her two-wheeled cart full of cleaning supplies close. “I’m dealing with a lot of cold.”\u003c/p>\n\u003cp>Castillo, who lives in the Bayview neighborhood, relies on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a>’s 67-Bernal Heights route to reach her house cleaning job by Precita Park. She often sees familiar faces on the squat, 30-foot bus, which snakes up and around Bernal Heights Park and down to the 24th Street Mission BART station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "clipper-2-0-was-supposed-to-modernize-transit-payments-its-rollout-was-a-flop",
"title": "Clipper 2.0 Was Supposed to Modernize Transit Payments. Its Rollout Was a Flop",
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"headTitle": "Clipper 2.0 Was Supposed to Modernize Transit Payments. Its Rollout Was a Flop | KQED",
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"content": "\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper 2.0, or Next Generation Clipper, has been \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">a long-awaited update for public transit riders.\u003c/a> But the rollout has been plagued with glitches, and transit officials and riders are furious with Cubic Transportation Systems, the company contracted to operate the system.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">‘A Hot Mess’: Transit Riders, Officials Skewer Contractor Over Flawed Clipper 2.0 Rollout | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">Clipper 2.0 Leaves AC Transit Cash Riders Behind | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3365817359\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:01:49] Clipper, as you know, is the Bay Area’s fare payment system for public transit. So Clipper 2 is like this long-awaited upgrade to the Clipper system, and it promised all of these improvements. Instant availability of added funds. I don’t know if you knew this, but sometimes it would take days for money that\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:18] Oh I knew that.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:18] Yeah, you knew it. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:19] Unfortunately.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:02:20] It would take days for people to see the money on their accounts. So now funds are supposed to be added instantly to your account. There’s family accounts, so people can manage multiple cards on one account. So if you have children or a dependent, that’s nice. You can also apply for youth or senior cards online before you had to do it in person. And then there’s also improvements for riders, like tap to pay. Now, anywhere that Clipper is accepted, you can use a credit or debit card. And there’s discounted or free transfers, which I know is nice for someone like you who takes ferry in Muni, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:03] Right. Exactly. So it sounds like it’s supposed to bring the Bay Area’s transit systems up to speed, technology-wise, but it’s been quite a flop.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:13] Yeah, it’s not happening.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:14] What went wrong exactly, Azul?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:03:17] Well, pretty much from the get, the system’s just been crashing. There’s a bunch of different issues and it’s effectively preventing people from accessing their Clipper accounts, putting money on their Clippr accounts and essentially using the system. And most of it’s sort of been on the backend. It’s these sort of software related issues. So, Cubic, that’s the company that’s actually contracted to develop and operate what’s called Next Generation Clipper, this update. And it’s a $461 million contract from the Metropolitan Transportation Commission, which is sort of the regional body that allocates funding for transit in the Bay Area. Cubic went over this laundry list of issues they’re having, including problems with upgrading people’s existing Clipper accounts to the new version of Clipper. General slowness and crashing. Some SFMTA ticket vending machines were actually taking people’s money without adding them to Clipper cards. Fare inspection devices, like say if you’re riding Caltrain and a fare inspector comes up and wants to say, hey, did you pay for this ride? Those devices are sometimes not seeing if somebody who did pay, paid, which is frustrating both for the riders, because they’re like, this agency doesn’t really know what’s going on. And then it also puts these fare inspection workers in sort of difficult situations where it’s you’re saying one thing and my machine saying another auto load, which is how you regularly put money on your car, which is important for regular commuters. That’s having issues. Even just the internal monitoring of cubic knowing when a problem is happening is having slowness. And some representatives from the transit agencies said that their financial documents are also looking a bit weird. So on the back end for these transit agencies, they’re not sure if their accounting teams are getting the right information.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:20] All of this is super annoying, Azul, and I have to imagine super frustrating for transit officials who were hoping that this change would help the system. What were you hearing from transit officials themselves about just how mad and angry people are?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:05:42] People were pretty upset. At this recent meeting of the Clipper Executive Board, that’s a board within the Metropolitan Transportation Commission, public transit agency representatives and members of the public really aired out their grievances about how bad this rollout has been.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:00] We’re in the customer service business. We try to provide first-class customer service. And for the last six and a half weeks, we have been hurting our regular loyal customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:09] Denis Mulligan, he’s the general manager of the Golden Gate Bridge Highway and Transportation District, had some choice words for Cubic.\u003c/p>\n\u003cp>\u003cstrong>Denis Mulligan \u003c/strong>[00:06:17] Someone comes in and they want to help and we can’t help them with the machines that you gave us So we take them out to the platform to see if we can help walk them through their transaction with an old ticket vending machine That is burning down the house with our regular customers.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:34] Members of the public, regular transit riders, expressed basically exasperation.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:40] It’s now been 48 days since I’ve been able to access my account.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:06:44] One rider named Philip Weiss, who showed up to public comment, called Clipper 2.0 a colossal screw up and said he hasn’t been able to log into his account since Clipper two started.\u003c/p>\n\u003cp>\u003cstrong>Philip Weiss \u003c/strong>[00:06:56] During those 48 days, I have called customer support five times. Each time the wait time is announced as 30 minutes and it gets longer as you wait.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:12] Another interesting piece of public comment was these sort of armchair software engineers who claimed to have years of experience in these sorts of systems and said that the kinds of databases that cubic was running were basically on the level of like hobby projects and startups and said that this was not, they actually looked into the reporting from cubic and said like, the systems y’all are running are not appropriate for a public facing, multi million user application.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:44] Beyond problems with the rollout too, what criticisms have you heard about Clipper 2.0 around the Bay? Because I understand that some of these changes have been especially annoying for AC Transit riders.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:07:59] Yeah, I’ve done some reporting on Clipper 2 when it first came out, and after that, some transit advocates who work with issues on AC Transit reached out to me and basically said, you know, we’re supportive of these improvements with Next Generation Clipper, but there’s a serious equity issue in that these benefits do not extend to riders who don’t have Clipper cards, people who use cash to ride AC Transit. And I looked into it, and it’s true. On AC Transit. If you pay with cash, you pay more than people who use Clipper cards. There’s potentially a pretty sizable population of AC Transit riders who use cash to ride. MTC data shows that about 50% of all AC Transit rides occur with Clipper, so around half aren’t using Clipper. These transit advocates are saying, these benefits are great, but we want them to extend to everyone, and especially the people who need them most.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:04] Has there been any explanation, Azul, for why this has been such a hot mess? Any explanation from the company tasked with launching this new system?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:14] Yeah, in this recent Clipper executive board meeting, there was explanation of the problems, but it was very reductive. It was just sort of like, here’s the problem, here’s this solution, and here’s our timeline for fixing it. So there wasn’t really any sort of explanation of why the problems occurred.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:32] I want to begin by acknowledging the experience around Clipper 2 transition. It has not yet met the standard that you, your operators, or Cubic expect.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:09:41] Peter Montgomery Torellas is the president of Cubic’s transportation arm. He appeared over Zoom and he basically just apologized for the issues.\u003c/p>\n\u003cp>\u003cstrong>Peter Montgomery-Torrellas \u003c/strong>[00:09:53] We see that impact and we take it seriously. On behalf of Cubic, I want to say clearly that we regret any disruptions this has caused.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:01] I mean, what now, I guess then, Azul? It sounds like there are some outstanding issues. Have any of these problems been resolved yet?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:10] Peter Montgomery-Torellas said that many issues would be, quote, settling down by that week that the meeting happened, which was last week. They’re expecting that most of these issues will be resolved by mid-February. I will say that the Clipper executive board basically gave them an ultimatum and said, y’all need to have this basically pretty well buttoned up and make a 180 degree turn on this by our next meeting, which is February 23rd. Or else it would, quote, be a bridge too far, according to the chair Robert Powers.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:42] What impact do you think has this had on these agencies around the Bay Area that have really already been struggling with getting people back on trains and busses and just struggling financially?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:10:56] Yeah, something interesting that several of the board members talked about was the damage to the reputation of these transit agencies. These issues are coming at a time when transit agencies across the Bay are facing pretty significant budget deficits, in part due to drops in ridership from the pandemic. And they’re actually going to the ballot. These agencies are gonna be asking voters to tax themselves in order to fund public transit. And I think there’s a lot of frustration on behalf of the transit agencies because When a rider taps a clipper card on a bus or a ferry or a train and something doesn’t work or it doesn’t recognize their money, the riders don’t know that it’s this software company named Cubic who’s to blame. They blame the bus. Sometimes they blame the boss operator. Hey, why isn’t this working? And so I feel like it’s hard for the agencies. It’s another problem that they’re having to deal with that they really don’t need right now.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:08] Yeah, and it is kind of ridiculous that we’re having these kind of tech issues in the Bay Area, you know, this tech capital of the world in a way. And I’m also thinking about the impact that this could have with the Superbowl coming very soon. Lots of visitors coming to the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman \u003c/strong>[00:12:28] And at the same time, Waymo is announcing that it’s starting service at SFO. So we’re really at this kind of critical juncture for transit in the Bay Area. People are coming to the Bay area and saying, wow, this is the home of AI and Facebook and Google and all these different industries. And yet somehow we’re having this seemingly rudimentary problem with fare collection. And certainly with the Super Bowl coming and the World Cup coming, That’s giving an extra urgency to addressing these issues.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Elected officials and members of the public on Monday blasted the company operating the Bay Area’s Clipper card, after a multitude of errors have made a \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new version of the payment system\u003c/a> basically unusable for many public transit riders since its rollout last month.\u003c/p>\n\u003cp>“The most charitable way I could describe the launch of Clipper 2.0 was, ‘It’s a hot mess,’ and that’s charitable,” said Denis Mulligan, general manager of the Golden Gate Bridge Highway & Transportation District.\u003c/p>\n\u003cp>At Monday’s meeting of the Clipper Executive Board, speakers placed the blame squarely at the feet of Cubic Transportation Systems, the company contracted by the Metropolitan Transportation Commission (MTC) to operate Clipper.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I appear before you today to emphasize what a colossal screw-up this transition has been,” said Clipper user Phillip Weiss, who said he has been unable to access his Clipper account since Cubic rolled out its next generation Clipper card and app on Dec. 10. “I still have no idea when I will be able to use my account.”\u003c/p>\n\u003cp>Next generation Clipper is a long-awaited update, which promises improvements for cardholders, but the rollout has been \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">plagued with glitches\u003c/a>. Rick Bruce, a senior program manager at Cubic, laid out a laundry list of errors with the new system, including some SFMTA ticket vending machines taking money from customers without adding that money to a Clipper card, Clipper software timing out during routine operation and lags in identifying problems with the system.\u003c/p>\n\u003cfigure id=\"attachment_12067740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20231128-Muni-016-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni rider tags their Clipper Card at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Peter Montgomery-Torrellas, president of Cubic Transportation Systems, was apologetic and committed to having a “very different board meeting next February.” He said many issues would be “settling down” by this week, with some remaining issues “closing out” by the first two weeks of February.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” he said.\u003c/p>\n\u003cp>With a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">public transit funding crisis looming\u003c/a>, and high-profile events including the Super Bowl and World Cup soon to arrive in the Bay Area, members of the board demanded that Cubic fix the issues by their next meeting on Feb. 23.\u003c/p>\n\u003cp>Board Chair Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>Montgomery-Torrellas said Cubic instituted “hypercare” to ensure soon-to-arrive visitors for the Super Bowl have a good experience using the system.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We are monitoring the system and making sure that any resource and any expertise required for anything that we see is checked every two hours, 24 hours a day,” he said.\u003c/p>\n\u003cp>Some of the people who called in to express their frustration identified themselves as software engineers and accused Cubic and the MTC of failing to properly test next generation Clipper before releasing it to the public.\u003c/p>\n\u003cp>“These were entirely preventable failures. I’m a software engineer and computer infrastructure engineer with a decade of experience. This launch to me speaks to a lack of technical oversight from the Metropolitan Transportation Commission,” said Evan Tschuy, a founder of the site Hiking by Transit.\u003c/p>\n\u003cp>The severity of the glitches is causing a significant number of calls to Clipper’s customer service center to go unanswered. Between Dec. 10 and Jan. 15, the customer service center received some 47,000 calls to agents, nearly four times the amount the call center was originally contracted to handle, according to MTC staff. With a daily average wait time of around 15 minutes — down from over an hour when the upgrade first launched — 23% of Clipper customers are hanging up before reaching a customer service agent.\u003c/p>\n\u003cp>Patrick McGowan with WSP USA Services, Inc, which handles customer service for next generation Clipper, said there are 46 full-time staff currently working at the Clipper call center, and that the company planned to hire 10 additional part-time staffers to handle the increased call volume they are experiencing.\u003c/p>\n\u003cp>Representatives from some transit agencies suggested that Cubic should be held financially liable for lost revenue due to the ongoing glitches. But Mulligan, with the Golden Gate Bridge Highway & Transportation District, lamented the damage the fiasco had caused to his riders.\u003c/p>\n\u003cp>“We have a relationship with them, and you broke that relationship, and my customer service staff can’t fix it,” Mulligan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.[aside postID=news_12070756 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/BARTEmployeesGetty.jpg']“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Connect Bay Area Campaign must collect 186,000 signatures by early June to qualify a regional sales tax measure for the November ballot to fund regional transit. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours",
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"content": "\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.[aside postID=news_12065601 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0007_GH-KQED.jpg']And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"tagline": "The conversation starts here",
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"order": 9
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"id": "fresh-air",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"title": "Latino USA",
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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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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
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"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"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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"officialWebsiteLink": "/podcasts/onourwatch",
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"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"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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"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
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"officialWebsiteLink": "/perspectives/",
"meta": {
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"order": 14
},
"link": "/perspectives",
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"planet-money": {
"id": "planet-money",
"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",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"meta": {
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},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"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": 5
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