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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">San Francisco’s Muni\u003c/a> is investigating after riders on the N Judah train reported a frightening Wednesday morning commute that they said seemed to go largely unaddressed.\u003c/p>\n\u003cp>About 8:38 a.m., a train headed east coming out of the Sunset Tunnel barreled through its usual stop at Duboce Avenue and Noe Street, making multiple S curves along the track at abnormal speeds. Many passengers standing in its packed aisles were knocked over, according to people on the train.\u003c/p>\n\u003cp>“It was definitely scary. I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” said Jack Logar, whose usual work commute on the N Judah was interrupted by the incident. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Logar and other riders said the train came to an abrupt stop about half a block past its usual drop-off point, where all of the passengers exited. After it was cleared, the train moved a bit farther toward the station at Duboce and Church Street, where Muni attendants were seen boarding and assessing it.\u003c/p>\n\u003cp>The train was put on hold, and Muni was investigating, according to spokesperson Erica Kato. She said there were no reports of injuries.\u003c/p>\n\u003cfigure id=\"attachment_12057471\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057471\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait for the train at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logar said it felt like the driver didn’t apply any brakes until about 100 yards past the station, in front of Duboce Park Cafe. Another rider said that as the train was going through the tunnel, they heard a loud sound and the train picked up speed rapidly as it went downhill. It took two curves at high speeds, jerking and knocking people forward.\u003c/p>\n\u003cp>“It seems like we were pretty close to derailing, and it seems like we narrowly avoided what could have been a major accident,” Logar said. “It was definitely out of control.”\u003c/p>\n\u003cp>As the train came out of the tunnel, it blew past its usual stop onto Duboce Avenue. Kenny Sandon, another rider en route to work, wrote via email, “thank goodness no pedestrians or cars were hit as that is a shared roadway.”[aside postID=news_12056134 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GETTYIMAGES-1788126569-KQED-1020x680.jpg']One person commenting on a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1npg9xs/anyone_know_what_happened_with_the_muni_n_at/\">Reddit thread about the morning’s incident\u003c/a> said that given the busy intersection where the close call occurred, “I’m surprised someone’s Tesla didn’t get t-boned.”\u003c/p>\n\u003cp>“Perhaps SF needs more funding for Muni maintenance and less free concerts,” another said.\u003c/p>\n\u003cp>Logar and other riders told KQED that there wasn’t any announcement from a train attendant when the vehicle came to a stop, but when the doors opened, riders took it as a cue to get off. One said they smelled burning plastic.\u003c/p>\n\u003cp>Sandon said the driver exited the vehicle, visibly shaken and was saying in passing that the train wouldn’t stop.\u003c/p>\n\u003cp>As of midday, there hadn’t been any report on the Muni Alert website, but a number of riders said they had submitted complaints to the agency. Logar said he didn’t expect any acknowledgement from the Municipal Transportation Agency.\u003c/p>\n\u003cp>“A lot of people would agree that San Francisco city departments have a lot of trouble self-regulating,” he told KQED. “I was very doubtful about any reports to Muni actually leading to any change or removing a driver if they acted inappropriately. This is clearly a very unsafe event, and I honestly doubt Muni and [San Francisco’s] ability to self-police.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Logar and other riders said the train came to an abrupt stop about half a block past its usual drop-off point, where all of the passengers exited. After it was cleared, the train moved a bit farther toward the station at Duboce and Church Street, where Muni attendants were seen boarding and assessing it.\u003c/p>\n\u003cp>The train was put on hold, and Muni was investigating, according to spokesperson Erica Kato. She said there were no reports of injuries.\u003c/p>\n\u003cfigure id=\"attachment_12057471\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057471\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait for the train at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logar said it felt like the driver didn’t apply any brakes until about 100 yards past the station, in front of Duboce Park Cafe. Another rider said that as the train was going through the tunnel, they heard a loud sound and the train picked up speed rapidly as it went downhill. It took two curves at high speeds, jerking and knocking people forward.\u003c/p>\n\u003cp>“It seems like we were pretty close to derailing, and it seems like we narrowly avoided what could have been a major accident,” Logar said. “It was definitely out of control.”\u003c/p>\n\u003cp>As the train came out of the tunnel, it blew past its usual stop onto Duboce Avenue. Kenny Sandon, another rider en route to work, wrote via email, “thank goodness no pedestrians or cars were hit as that is a shared roadway.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>One person commenting on a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1npg9xs/anyone_know_what_happened_with_the_muni_n_at/\">Reddit thread about the morning’s incident\u003c/a> said that given the busy intersection where the close call occurred, “I’m surprised someone’s Tesla didn’t get t-boned.”\u003c/p>\n\u003cp>“Perhaps SF needs more funding for Muni maintenance and less free concerts,” another said.\u003c/p>\n\u003cp>Logar and other riders told KQED that there wasn’t any announcement from a train attendant when the vehicle came to a stop, but when the doors opened, riders took it as a cue to get off. One said they smelled burning plastic.\u003c/p>\n\u003cp>Sandon said the driver exited the vehicle, visibly shaken and was saying in passing that the train wouldn’t stop.\u003c/p>\n\u003cp>As of midday, there hadn’t been any report on the Muni Alert website, but a number of riders said they had submitted complaints to the agency. Logar said he didn’t expect any acknowledgement from the Municipal Transportation Agency.\u003c/p>\n\u003cp>“A lot of people would agree that San Francisco city departments have a lot of trouble self-regulating,” he told KQED. “I was very doubtful about any reports to Muni actually leading to any change or removing a driver if they acted inappropriately. This is clearly a very unsafe event, and I honestly doubt Muni and [San Francisco’s] ability to self-police.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>All aboard the “Trippy Train.”\u003c/p>\n\u003cp>Beginning Tuesday, the San Francisco Municipal Transit Agency is rolling out three Grateful Dead-inspired Muni vehicles, wrapped in fluorescent florals and psychedelic-inspired graphics, ready to transport riders back to the Summer of Love.\u003c/p>\n\u003cp>“There’s no better place to celebrate 60 years of the Grateful Dead than right here in San Francisco, and now that legacy is rolling through our neighborhoods literally,” Mayor Daniel Lurie said at a press conference on Tuesday morning.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.[aside postID=arts_13978193 hero='https://cdn.kqed.org/wp-content/uploads/sites/2/2025/07/0-2000x1333.jpg']The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>All aboard the “Trippy Train.”\u003c/p>\n\u003cp>Beginning Tuesday, the San Francisco Municipal Transit Agency is rolling out three Grateful Dead-inspired Muni vehicles, wrapped in fluorescent florals and psychedelic-inspired graphics, ready to transport riders back to the Summer of Love.\u003c/p>\n\u003cp>“There’s no better place to celebrate 60 years of the Grateful Dead than right here in San Francisco, and now that legacy is rolling through our neighborhoods literally,” Mayor Daniel Lurie said at a press conference on Tuesday morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system[aside postID=news_12044945 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg']By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:32 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>The Clipper system that allows hundreds of thousands of \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">Bay Area commuters\u003c/a> to pay transit fares suffered a total network failure on Tuesday morning, forcing bus, train and ferry agencies across the region to suspend fare collections for several hours.\u003c/p>\n\u003cp>Just before 5 a.m., \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> alerted station agents across its 50-station network that the Clipper system was down. The agency opened all fare gates, a move followed by Muni and other agencies to allow commuters to make their trips.\u003c/p>\n\u003cp>Metropolitan Transportation Commission spokesperson John Goodwin said the cause of the outage wasn’t immediately known. Although it came on the same day that fare increases took effect for agencies including Muni, AC Transit, Caltrain and San Francisco Bay Ferry, Goodwin said the outage was unrelated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cubic Transportation Systems, the contractor that runs Clipper, told the MTC at 10 a.m. that it was rolling out a fix to the system’s software, a painstaking, operator-by-operator process it completed by noon.\u003c/p>\n\u003cp>The MTC will make an effort to compensate transit operators for fares they’re missing during the outage, Goodwin said. The exact mechanism for doing that is unknown at this point.\u003c/p>\n\u003cfigure id=\"attachment_12037658\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037658\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Clipper payment system, initially called TransLink, was launched in 2006. The system has been criticized over the years for being slow to incorporate features like phone and smartwatch payments.\u003c/p>\n\u003cp>The MTC has been preparing for a next-generation system, dubbed Clipper 2.0, \u003ca href=\"https://web.archive.org/web/20141224210546/https:/www.futureofclipper.com/\">since 2013\u003c/a>. In 2018, the commission awarded a $461 million contract to Cubic to develop and operate the new system\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>By 2020, MTC and Cubic were promising a full transition to Clipper 2.0 by the end of 2023. The date was moved back to the spring of 2024, then the spring of 2025.\u003c/p>\n\u003cp>The MTC and operators have promised that the new system will make it possible to offer a wide range of fare programs designed to make transit more attractive: credit and debit card payments; free transfers between bus and rail agencies; and “fare-capping,” a system that sets a maximum daily or weekly cost for users regardless of how many times they ride.\u003c/p>\n\u003cp>The repeated delays in introducing the new card have prompted sharp criticism from a committee of transit executives appointed to monitor the work.\u003c/p>\n\u003cp>“We get close to the milestone, we get close to the goalpost, the goalpost moves to the right,” BART General Manager Robert Powers complained to project managers in January. “Then we get closer, closer, closer — the goalposts moved again.”\u003c/p>\n\u003cp>At the committee’s meeting last month, Powers blasted Cubic for failing to meet the latest delivery date.\u003c/p>\n\u003cp>“You have zero credibility,” Powers said. “I mean, you’re talking about building confidence. You’ve got zero, you, meaning Cubic.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Bay Area public transportation advocates have joined with transit labor groups in an attempt to get lawmakers to drop a sales tax proposal in favor of a new levy on businesses.",
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"title": "Proposed Transit Tax Should Be Paid by Businesses, Not People, Progressive Group Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now",
"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now",
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"headTitle": "California Lawmakers’ Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"content": "\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”[aside postID=news_12042706 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7164-1020x765.jpeg']\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The budget blueprint would reverse Gov. Newsom's proposal for a $1.1 billion cut in transit funding and offer emergency loans to BART, Muni and others. ",
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"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse",
"title": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse",
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"content": "\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.[aside postID=news_12040951 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg']As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As Bay Area transit systems ride on the edge of financial catastrophe, some state leaders and transit advocates were disappointed to see that Gov. Gavin Newsom did not include a funding boost in his \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">revised budget proposal\u003c/a> on Wednesday.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, had asked for $2 billion in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">emergency funding\u003c/a> for transit agencies, a stopgap solution ahead of their proposed sales tax measure for the November 2026 ballot that would raise much-needed money.\u003c/p>\n\u003cp>Bay Area transit agencies, including BART, Muni, AC Transit and Caltrain, face a combined budget deficit of more than $800 million in the next fiscal year. Without immediate funding, some supporters are worried that the agencies may be forced to reduce operations before a sales tax measure can be voted on.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s critical that we include in the adopted budget funding to keep transit agencies in operation in California,” Arreguín said. “We’re at the edge of a fiscal cliff, and the impact this will have on our state and particularly the Bay Area, will be significant.”\u003c/p>\n\u003cp>He added, however, that Newsom’s decision not to include transit funds in the revised state budget was not surprising. California now faces a $12 billion budget deficit in the coming fiscal year, according to the governor’s revised proposal, and the Trump administration’s hostilities threaten to further exacerbate the state’s economic uncertainty.\u003c/p>\n\u003cfigure id=\"attachment_12040183\" class=\"wp-caption aligncenter\" style=\"max-width: 1533px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040183\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg\" alt=\"\" width=\"1533\" height=\"1154\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg 1533w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-800x602.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-160x120.jpg 160w\" sizes=\"auto, (max-width: 1533px) 100vw, 1533px\">\u003cfigcaption class=\"wp-caption-text\">A banner reading “Gavin: Fund Transit” hangs from the pedestrian bridge over US-101 at Utah and 18th streets in San Francisco on Tuesday, May 13, 2025. Public transit advocates in 12 cities across California dropped banners over highway overpasses to demand that Gov. Newsom include $2 billion in the upcoming state budget revision to keep transit systems running over the next two years. \u003ccite>(Courtesy of Fund California Public Transit.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We knew when we submitted our budget request that it would be challenging,” Arreguín said. “We’re not going to expect that the federal government’s going to save us here, so it’s up to the state. We’re going to work harder over the next few weeks to make our case.”\u003c/p>\n\u003cp>While Newsom’s revised budget proposal does not include the emergency transit funding, the state Legislature may decide to add it before the budget is finalized in June, Arreguín noted.\u003c/p>\n\u003cp>If the money doesn’t come through, Arreguín warned that problems like last week’s \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">hourslong BART outage\u003c/a> that resulted in massive traffic jams and frustrated commuters could become more common.[aside postID=news_12040025 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1020x680.jpg']Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Two Bay Area lawmakers had urged Gov. Gavin Newsom to include $2 billion in emergency transit funding in his revised budget proposal. He declined, but the Legislature could still add it.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As Bay Area transit systems ride on the edge of financial catastrophe, some state leaders and transit advocates were disappointed to see that Gov. Gavin Newsom did not include a funding boost in his \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">revised budget proposal\u003c/a> on Wednesday.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, had asked for $2 billion in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">emergency funding\u003c/a> for transit agencies, a stopgap solution ahead of their proposed sales tax measure for the November 2026 ballot that would raise much-needed money.\u003c/p>\n\u003cp>Bay Area transit agencies, including BART, Muni, AC Transit and Caltrain, face a combined budget deficit of more than $800 million in the next fiscal year. Without immediate funding, some supporters are worried that the agencies may be forced to reduce operations before a sales tax measure can be voted on.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s critical that we include in the adopted budget funding to keep transit agencies in operation in California,” Arreguín said. “We’re at the edge of a fiscal cliff, and the impact this will have on our state and particularly the Bay Area, will be significant.”\u003c/p>\n\u003cp>He added, however, that Newsom’s decision not to include transit funds in the revised state budget was not surprising. California now faces a $12 billion budget deficit in the coming fiscal year, according to the governor’s revised proposal, and the Trump administration’s hostilities threaten to further exacerbate the state’s economic uncertainty.\u003c/p>\n\u003cfigure id=\"attachment_12040183\" class=\"wp-caption aligncenter\" style=\"max-width: 1533px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040183\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg\" alt=\"\" width=\"1533\" height=\"1154\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg 1533w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-800x602.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-160x120.jpg 160w\" sizes=\"auto, (max-width: 1533px) 100vw, 1533px\">\u003cfigcaption class=\"wp-caption-text\">A banner reading “Gavin: Fund Transit” hangs from the pedestrian bridge over US-101 at Utah and 18th streets in San Francisco on Tuesday, May 13, 2025. Public transit advocates in 12 cities across California dropped banners over highway overpasses to demand that Gov. Newsom include $2 billion in the upcoming state budget revision to keep transit systems running over the next two years. \u003ccite>(Courtesy of Fund California Public Transit.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We knew when we submitted our budget request that it would be challenging,” Arreguín said. “We’re not going to expect that the federal government’s going to save us here, so it’s up to the state. We’re going to work harder over the next few weeks to make our case.”\u003c/p>\n\u003cp>While Newsom’s revised budget proposal does not include the emergency transit funding, the state Legislature may decide to add it before the budget is finalized in June, Arreguín noted.\u003c/p>\n\u003cp>If the money doesn’t come through, Arreguín warned that problems like last week’s \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">hourslong BART outage\u003c/a> that resulted in massive traffic jams and frustrated commuters could become more common.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.[aside postID=news_12039472 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250509-BARTOUTAGE-03-BL-KQED-1020x680.jpg']The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "bart-shuts-down-entire-train-service-due-to-computer-networking-problem",
"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says",
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"headTitle": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.[aside postID=news_12037653 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg']At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit system is in the midst of replacing its train control system, but Friday’s outage was caused by network devices not connecting properly, a BART spokesperson said. ",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "sf-mayor-daniel-lurie-touts-progress-crime-homelessness-first-100-days",
"title": "SF Mayor Daniel Lurie Touts Progress on Crime, Homelessness in His First 100 Days",
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"headTitle": "SF Mayor Daniel Lurie Touts Progress on Crime, Homelessness in His First 100 Days | KQED",
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"content": "\u003cp>San Francisco Mayor \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Daniel Lurie\u003c/a> delivered what he called a “\u003ca href=\"https://media.api.sf.gov/documents/Fact_Sheet_-_Mayor_Luries_100-Day_Progress_Report.pdf\">progress report\u003c/a>” on Thursday, ahead of his 100th day in office, touting the city’s gains in recent months on \u003ca href=\"https://www.kqed.org/news/12030060/after-2-raids-sf-police-say-theyll-follow-drug-markets-from-block-to-block\">public safety\u003c/a>, \u003ca href=\"https://www.kqed.org/news/12031581/first-look-sf-mayor-luries-yearlong-plan-homelessness-response\">homelessness\u003c/a> and government efficiency.\u003c/p>\n\u003cp>In brief remarks from the 10th floor of the San Francisco Conservatory of Music’s Bowes Center overlooking City Hall, the mayor acknowledged the challenges facing San Francisco, which \u003ca href=\"https://www.kqed.org/news/11966281/san-francisco-restaurants-bounce-back-but-downtown-retail-still-struggles\">has struggled to rebound\u003c/a> from pandemic office closures and the ensuing economic challenges.\u003c/p>\n\u003cp>He said a “safe, bustling” downtown is key to attracting businesses and visitors, creating jobs and generating revenue. And he promised to continue working toward his ambitious goals of increasing shelter beds and housing development, hiring police officers and improving Muni and BART.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are trending in the right direction: Street encampments are dropping and violent crime is down 15%,” Lurie said, adding that car break-ins, a persistent and challenging problem in the city, are at a 22-year low.\u003c/p>\n\u003cp>Lurie highlighted what he called a surge in convention center bookings and noted several businesses that are choosing to stay and expand in San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12036443\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036443\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie delivers remarks on a progress report of his first 100 days in office at the San Francisco Conservatory of Music in San Francisco on April 17, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“People are betting on San Francisco again,” he said.\u003c/p>\n\u003cp>Part of his approach to the job involves being out in the city, talking to people, he said.\u003c/p>\n\u003cp>“What I’ve learned in these first 100 days is you can’t solve what you can’t see. And I’m going to keep walking and talking to people each and every day, until public safety and public faith have been restored,” he said.\u003c/p>\n\u003cp>Lurie, who ran as \u003ca href=\"https://www.kqed.org/news/12001601/city-hall-outsider-daniel-lurie-wants-to-clean-up-local-government\">a City Hall outsider\u003c/a> who could bring needed change to city government, cited his \u003ca href=\"https://www.kqed.org/news/12017698/lurie-unveils-major-shakeup-san-francisco-mayors-office\">restructuring of the mayor’s office\u003c/a> and collaboration with the Board of Supervisors on issues including \u003ca href=\"https://www.kqed.org/news/12025495/luries-fentanyl-response-clears-san-francisco-board-of-supervisors\">declaring a fentanyl state of emergency\u003c/a> as proof that things are changing.[aside postID=news_12035273 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/240108-LurieInaugurationDay-05-1020x680.jpg']But he acknowledged the challenges ahead: the city’s nearly $1 billion budget deficit; its persistent homelessness and behavioral health problems playing out on city streets; its ongoing housing shortage; and the continued work of bringing people — and businesses — back downtown.\u003c/p>\n\u003cp>Lurie has faced criticism that his more aggressive policing approach merely shifts street problems between neighborhoods rather than solving them. In his address, he vowed that he is working toward permanent solutions and defended his \u003ca href=\"https://www.kqed.org/news/12034214/san-francisco-ends-health-programs-for-drug-users-not-active-in-treatment\">controversial policy\u003c/a> of requiring treatment for drug users to receive city-funded drug use supplies.\u003c/p>\n\u003cp>“We will not shy away from making tough calls,” he said. “We have long agreed that fentanyl has changed the game on our streets, but until now, we have not changed our approach.”\u003c/p>\n\u003cp>The mayor said the city expects to achieve his goal of adding 1,500 new shelter and treatment beds by this summer, and will open a new 24/7 police-friendly drop-off center on Geary Street by the end of the month, where law enforcement, paramedics and street outreach teams will be able to place people experiencing mental health or substance use crises. Earlier this year, the city opened \u003ca href=\"https://www.kqed.org/news/12026575/a-new-triage-center-opened-in-san-francisco-but-questions-remain\">a triage center\u003c/a> in San Francisco’s SOMA neighborhood to direct people to treatment or shelter options.\u003c/p>\n\u003cfigure id=\"attachment_12036444\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Members of the Board of Supervisors applaud Mayor Daniel Lurie’s remarks on a progress report of his first 100 days in office at the San Francisco Conservatory of Music in San Francisco on April 17, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lurie also expressed his support \u003ca href=\"https://www.kqed.org/news/12033966/sfs-single-family-home-neighborhoods-apartments-65-story-towers-downtown\">for zoning changes that will bring denser housing\u003c/a> to neighborhoods on the west side, as the city faces pressure to meet its \u003ca href=\"https://sfplanning.org/project/housing-element-update-2022\">state-mandated housing element\u003c/a> to plan for 82,000 new housing units by 2031. His backing of the zoning proposal has raised ire among some of his supporters in those neighborhoods.\u003c/p>\n\u003cp>“We can’t block housing, we must build it at all levels, or the state will do it for us, and that’s unacceptable,” he said. “But this isn’t just about meeting a state mandate. It’s about saying yes to the future of San Francisco. It’s about saying yes to becoming a city with space for more workers, more artists, more dreamers and more families.”\u003c/p>\n\u003cp>Lurie said he will introduce legislation next month to eliminate outdated permitting requirements that make it “too hard” to build housing and run small businesses.\u003c/p>\n\u003cp>“Teachers shouldn’t have to wait seven years for the construction of a home that they can afford. Small businesses in Chinatown shouldn’t have to jump through a dozen hoops to add security gates or signs. And restaurants shouldn’t have to wade through weeks of approvals to put tables and chairs on the sidewalk.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "In a 100-day “progress report” address on Thursday, Lurie noted a drop in crime and increased collaboration on combating homelessness and the city’s drug crisis.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Mayor \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Daniel Lurie\u003c/a> delivered what he called a “\u003ca href=\"https://media.api.sf.gov/documents/Fact_Sheet_-_Mayor_Luries_100-Day_Progress_Report.pdf\">progress report\u003c/a>” on Thursday, ahead of his 100th day in office, touting the city’s gains in recent months on \u003ca href=\"https://www.kqed.org/news/12030060/after-2-raids-sf-police-say-theyll-follow-drug-markets-from-block-to-block\">public safety\u003c/a>, \u003ca href=\"https://www.kqed.org/news/12031581/first-look-sf-mayor-luries-yearlong-plan-homelessness-response\">homelessness\u003c/a> and government efficiency.\u003c/p>\n\u003cp>In brief remarks from the 10th floor of the San Francisco Conservatory of Music’s Bowes Center overlooking City Hall, the mayor acknowledged the challenges facing San Francisco, which \u003ca href=\"https://www.kqed.org/news/11966281/san-francisco-restaurants-bounce-back-but-downtown-retail-still-struggles\">has struggled to rebound\u003c/a> from pandemic office closures and the ensuing economic challenges.\u003c/p>\n\u003cp>He said a “safe, bustling” downtown is key to attracting businesses and visitors, creating jobs and generating revenue. And he promised to continue working toward his ambitious goals of increasing shelter beds and housing development, hiring police officers and improving Muni and BART.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are trending in the right direction: Street encampments are dropping and violent crime is down 15%,” Lurie said, adding that car break-ins, a persistent and challenging problem in the city, are at a 22-year low.\u003c/p>\n\u003cp>Lurie highlighted what he called a surge in convention center bookings and noted several businesses that are choosing to stay and expand in San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12036443\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036443\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-9-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie delivers remarks on a progress report of his first 100 days in office at the San Francisco Conservatory of Music in San Francisco on April 17, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“People are betting on San Francisco again,” he said.\u003c/p>\n\u003cp>Part of his approach to the job involves being out in the city, talking to people, he said.\u003c/p>\n\u003cp>“What I’ve learned in these first 100 days is you can’t solve what you can’t see. And I’m going to keep walking and talking to people each and every day, until public safety and public faith have been restored,” he said.\u003c/p>\n\u003cp>Lurie, who ran as \u003ca href=\"https://www.kqed.org/news/12001601/city-hall-outsider-daniel-lurie-wants-to-clean-up-local-government\">a City Hall outsider\u003c/a> who could bring needed change to city government, cited his \u003ca href=\"https://www.kqed.org/news/12017698/lurie-unveils-major-shakeup-san-francisco-mayors-office\">restructuring of the mayor’s office\u003c/a> and collaboration with the Board of Supervisors on issues including \u003ca href=\"https://www.kqed.org/news/12025495/luries-fentanyl-response-clears-san-francisco-board-of-supervisors\">declaring a fentanyl state of emergency\u003c/a> as proof that things are changing.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But he acknowledged the challenges ahead: the city’s nearly $1 billion budget deficit; its persistent homelessness and behavioral health problems playing out on city streets; its ongoing housing shortage; and the continued work of bringing people — and businesses — back downtown.\u003c/p>\n\u003cp>Lurie has faced criticism that his more aggressive policing approach merely shifts street problems between neighborhoods rather than solving them. In his address, he vowed that he is working toward permanent solutions and defended his \u003ca href=\"https://www.kqed.org/news/12034214/san-francisco-ends-health-programs-for-drug-users-not-active-in-treatment\">controversial policy\u003c/a> of requiring treatment for drug users to receive city-funded drug use supplies.\u003c/p>\n\u003cp>“We will not shy away from making tough calls,” he said. “We have long agreed that fentanyl has changed the game on our streets, but until now, we have not changed our approach.”\u003c/p>\n\u003cp>The mayor said the city expects to achieve his goal of adding 1,500 new shelter and treatment beds by this summer, and will open a new 24/7 police-friendly drop-off center on Geary Street by the end of the month, where law enforcement, paramedics and street outreach teams will be able to place people experiencing mental health or substance use crises. Earlier this year, the city opened \u003ca href=\"https://www.kqed.org/news/12026575/a-new-triage-center-opened-in-san-francisco-but-questions-remain\">a triage center\u003c/a> in San Francisco’s SOMA neighborhood to direct people to treatment or shelter options.\u003c/p>\n\u003cfigure id=\"attachment_12036444\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250417_LURIE100DAYS_GC-12-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Members of the Board of Supervisors applaud Mayor Daniel Lurie’s remarks on a progress report of his first 100 days in office at the San Francisco Conservatory of Music in San Francisco on April 17, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lurie also expressed his support \u003ca href=\"https://www.kqed.org/news/12033966/sfs-single-family-home-neighborhoods-apartments-65-story-towers-downtown\">for zoning changes that will bring denser housing\u003c/a> to neighborhoods on the west side, as the city faces pressure to meet its \u003ca href=\"https://sfplanning.org/project/housing-element-update-2022\">state-mandated housing element\u003c/a> to plan for 82,000 new housing units by 2031. His backing of the zoning proposal has raised ire among some of his supporters in those neighborhoods.\u003c/p>\n\u003cp>“We can’t block housing, we must build it at all levels, or the state will do it for us, and that’s unacceptable,” he said. “But this isn’t just about meeting a state mandate. It’s about saying yes to the future of San Francisco. It’s about saying yes to becoming a city with space for more workers, more artists, more dreamers and more families.”\u003c/p>\n\u003cp>Lurie said he will introduce legislation next month to eliminate outdated permitting requirements that make it “too hard” to build housing and run small businesses.\u003c/p>\n\u003cp>“Teachers shouldn’t have to wait seven years for the construction of a home that they can afford. Small businesses in Chinatown shouldn’t have to jump through a dozen hoops to add security gates or signs. And restaurants shouldn’t have to wade through weeks of approvals to put tables and chairs on the sidewalk.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Bay Area lawmakers are unveiling the first draft of a November 2026 regional sales tax measure designed to help the largest Bay Area transit agencies deal with a long-term financial crisis that could lead to deep, long-lasting service cuts.\u003c/p>\n\u003cp>The measure is outlined in a bill, SB 63, by state Sens. Scott Wiener (D-San Francisco) and Jesse Arreguín (D-Berkeley), who released the first details of the proposal Monday.\u003c/p>\n\u003cp>Their bill would authorize a sales tax measure in San Francisco, Alameda and Contra Costa counties. The legislation includes a provision that allows San Mateo and Santa Clara county officials to decide whether they want to participate by July 31.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The sales tax, to be set at a half-cent in Alameda and Contra Costa counties and up to 1 cent in San Francisco, would help pay for day-to-day operations at BART, Muni, AC Transit and other agencies as well as for regional initiatives to make transit easier to use.\u003c/p>\n\u003cp>“We must do everything we can to strengthen our public transportation systems to prevent major service cuts, which would be devastating not only for transit riders, but for everyone in the Bay Area,” Wiener said in a statement.\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs for the Metropolitan Transportation Commission, said the bill is promising.\u003c/p>\n\u003cp>“This appears to move in the right direction to avert major transit service cuts, on BART in particular, and funding critical customer improvements that we know Bay Area residents want to see to make transit a more attractive option,” Long said in an interview.[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']The measure announced Monday is a dramatically scaled-back version of an ambitious plan floated last year that would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>But that effort, embodied in Sen. Wiener’s SB 1031, \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">collapsed\u003c/a> amid a series of bitter disagreements, including what kind of tax should be imposed and how revenue would be distributed.\u003c/p>\n\u003cp>If last year is any indication, SB 63, too, will be the subject of intensive negotiations before the details of the measure are finalized and can be placed on the November 2026 ballot. Even if it wins voter approval, the proposed tax measure will not be enough by itself to erase the deficits the Bay Area’s biggest transit agencies are facing.\u003c/p>\n\u003cp>It’s unclear how much money the proposed three-county sales tax would raise, but the Metropolitan Transportation Commission has estimated that a four-county tax including San Mateo County would raise $560 million a year.\u003c/p>\n\u003cp>BART is projecting deficits of more than $350 million a year starting in July 2026. Muni forecasts a yearly shortfall of more than $300 million. Deficits at AC Transit and Caltrain are smaller but erasing them would still require significant service cuts.\u003c/p>\n\u003cp>To maintain transit operations at a level close to current levels, officials in San Francisco and at BART have discussed supplemental revenue measures that would also likely appear on ballots in 2026.\u003c/p>\n\u003cp>Bay Area transit agencies have received billions of dollars in federal and state emergency funding to make up for fare revenue lost during the COVID-19 pandemic. But with that funding running out, transit operators, elected officials and transportation advocates across the region have been looking to a regional tax to avoid deep cuts in bus, train and ferry services.\u003c/p>\n\u003cp>A regional measure has also been seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area lawmakers are unveiling the first draft of a November 2026 regional sales tax measure designed to help the largest Bay Area transit agencies deal with a long-term financial crisis that could lead to deep, long-lasting service cuts.\u003c/p>\n\u003cp>The measure is outlined in a bill, SB 63, by state Sens. Scott Wiener (D-San Francisco) and Jesse Arreguín (D-Berkeley), who released the first details of the proposal Monday.\u003c/p>\n\u003cp>Their bill would authorize a sales tax measure in San Francisco, Alameda and Contra Costa counties. The legislation includes a provision that allows San Mateo and Santa Clara county officials to decide whether they want to participate by July 31.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The sales tax, to be set at a half-cent in Alameda and Contra Costa counties and up to 1 cent in San Francisco, would help pay for day-to-day operations at BART, Muni, AC Transit and other agencies as well as for regional initiatives to make transit easier to use.\u003c/p>\n\u003cp>“We must do everything we can to strengthen our public transportation systems to prevent major service cuts, which would be devastating not only for transit riders, but for everyone in the Bay Area,” Wiener said in a statement.\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs for the Metropolitan Transportation Commission, said the bill is promising.\u003c/p>\n\u003cp>“This appears to move in the right direction to avert major transit service cuts, on BART in particular, and funding critical customer improvements that we know Bay Area residents want to see to make transit a more attractive option,” Long said in an interview.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The measure announced Monday is a dramatically scaled-back version of an ambitious plan floated last year that would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>But that effort, embodied in Sen. Wiener’s SB 1031, \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">collapsed\u003c/a> amid a series of bitter disagreements, including what kind of tax should be imposed and how revenue would be distributed.\u003c/p>\n\u003cp>If last year is any indication, SB 63, too, will be the subject of intensive negotiations before the details of the measure are finalized and can be placed on the November 2026 ballot. Even if it wins voter approval, the proposed tax measure will not be enough by itself to erase the deficits the Bay Area’s biggest transit agencies are facing.\u003c/p>\n\u003cp>It’s unclear how much money the proposed three-county sales tax would raise, but the Metropolitan Transportation Commission has estimated that a four-county tax including San Mateo County would raise $560 million a year.\u003c/p>\n\u003cp>BART is projecting deficits of more than $350 million a year starting in July 2026. Muni forecasts a yearly shortfall of more than $300 million. Deficits at AC Transit and Caltrain are smaller but erasing them would still require significant service cuts.\u003c/p>\n\u003cp>To maintain transit operations at a level close to current levels, officials in San Francisco and at BART have discussed supplemental revenue measures that would also likely appear on ballots in 2026.\u003c/p>\n\u003cp>Bay Area transit agencies have received billions of dollars in federal and state emergency funding to make up for fare revenue lost during the COVID-19 pandemic. But with that funding running out, transit operators, elected officials and transportation advocates across the region have been looking to a regional tax to avoid deep cuts in bus, train and ferry services.\u003c/p>\n\u003cp>A regional measure has also been seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Muni Is Struggling. To Help, This Driver Wants You to Ride the Bus — and Say Thanks",
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"content": "\u003cp>Many San Francisco drivers are familiar with the precipitous paved cliffs that double as the city’s roads. In a 40-foot-long vehicle that holds dozens of passengers, this hilly terrain is all the more difficult.\u003c/p>\n\u003cp>On certain \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> lines like the 37 Corbett, the road is so narrow that the mirrors of the bus pass over the mirrors of parked cars on either side.\u003c/p>\n\u003cp>“It’s in its own league. Turning the wheel is the least of it,” said Mc Allen, a transit operator for Muni, as he prepared to start a recent shift driving the 44 O’Shaughnessy in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> faces a severe budget deficit and the \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">possibility of service cuts\u003c/a> to several lines, Allen is on a mission to highlight his job and raise awareness of the importance of public transit. He wants people to make a point of riding Muni on Tuesday, with a goal to increase ridership by 10%\u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">.\u003c/a>\u003c/p>\n\u003cp>What Allen calls \u003ca href=\"https://www.sftransitoperator.day/\">San Francisco Transit Operator Day\u003c/a> comes the same day that the SFMTA board will discuss those proposed cuts.\u003c/p>\n\u003cfigure id=\"attachment_12031479\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12031479 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The SF Muni 44 O’Shaughnessy line crosses San Francisco on March 13, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He got the idea after he heard of a fellow transit operator who had never received a commendation, a kind of formal compliment to operators that members of the public can submit to SFMTA. Allen said his colleague had 14 years of service.\u003c/p>\n\u003cp>“The idea is one big day for Muni operators to celebrate transit in San Francisco and encourage people to recognize our efforts and our labor,” Allen said.\u003c/p>\n\u003cp>He’s also asking members of the public to submit a total of 500 \u003ca href=\"https://sfmta.tfaforms.net/312\">commendations\u003c/a> to drivers and added that the day is not just about recognizing the operators but also the car cleaners, mechanics, schedulers, dispatchers, station agents and other people who help make Muni run.\u003c/p>\n\u003cp>San Francisco Supervisor Bilal Mahmood, meanwhile, has introduced a resolution to officially mark March 18 as Transit Operator Day, which the board will vote on that day. (For years, SFMTA has held its own Transit Operator Appreciation Day for staff on March 18.)\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=fAHZp3usV4g\u003c/p>\n\u003cp>“I think resolutions have an importance of raising awareness for our ‘invisible warriors’ in the city,” Mahmood said. “ Unless the public has awareness of the important role that the Muni operators have, they wouldn’t know that they’re an important part of the line item of the budget that we need to be advocating for.”\u003c/p>\n\u003cp>At \u003ca href=\"https://www.sfmta.com/projects/summer-2025-muni-service-cuts\">Tuesday’s meeting\u003c/a>, the SFMTA board will consider reduced service on the 5 Fulton, 9 San Bruno and 31 Balboa lines — and to combine the 21 Hayes and the 6 Haight-Parnassus lines.\u003c/p>\n\u003cp>According to SFMTA, the cuts are needed to rein in an approximately $50 million \u003ca href=\"https://www.kqed.org/news/12027759/sf-transit-board-says-no-cutting-school-crossing-guards-save-money\">budget deficit\u003c/a> for fiscal year 2025–26, which is set to begin in July — due to lower-than-expected transit and parking revenue and lower-than-expected operating transfers from the city’s general fund.\u003c/p>\n\u003cp>SFMTA officials have said these service reductions of about 4% will save the agency $15 million and that it plans to make up the remainder of next fiscal year’s deficit through improvements to fare compliance and its parking program.\u003c/p>\n\u003cfigure id=\"attachment_12031472\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031472\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">SF Muni Transit Operator Mc Allen waives at another SF Muni bus as he drives the inbound 44 O’Shaughnessy in San Francisco on March 13, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Regardless, the deficit is set to balloon to over $300 million in fiscal year 2026–27, when one-time state and federal funding related to the COVID-19 pandemic is exhausted.\u003c/p>\n\u003cp>The reductions are a pared-down version of service cuts that SFMTA staff \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">proposed earlier\u003c/a>. Still, transit advocates like Jaime Viloria, the outreach and organizing manager for the nonprofit transit advocacy group San Francisco Transit Riders, said the agency should consider dipping into its financial reserves before cutting service.\u003c/p>\n\u003cp>“Everybody loves Muni, but I feel like it’s not being shown a lot of love fiscally,” he said.[aside postID=news_12031387 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTASTRIKEDAY2_GC-23-KQED-1020x680.jpg']Viloria is worried that with SFMTA’s budget deficit set to grow in the future, any cuts to service made now could become permanent.\u003c/p>\n\u003cp>“If people aren’t using transit, then you don’t have revenue from those fares, and then you won’t have the ridership to justify running those lines,” Viloria said. “And it just spirals out of control.”\u003c/p>\n\u003cp>San Francisco Transit Riders is among the groups organizing a protest against service cuts outside San Francisco City Hall on Tuesday.\u003c/p>\n\u003cp>Mahmood said he also advocated for SFMTA to dip into its reserves to tame the deficit, rather than reduce service.\u003c/p>\n\u003cp>For Allen, it’s just a coincidence that his Transit Operator Appreciation Day falls on the same day SFMTA’s board is expected to discuss the ongoing financial challenges.\u003c/p>\n\u003cp>He said service reductions would be “enormously impactful” to operators, meaning fewer buses on the road would strain operators.\u003c/p>\n\u003cp>“Even if you only get around in San Francisco by car, public transit is enormously valuable to you because it’s what keeps congestion in check,” Allen said. “Our street network can’t work if public transit is not there serving the hundreds of thousands of San Franciscans every day, and so whether you ride Muni or not, you benefit from it.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Many San Francisco drivers are familiar with the precipitous paved cliffs that double as the city’s roads. In a 40-foot-long vehicle that holds dozens of passengers, this hilly terrain is all the more difficult.\u003c/p>\n\u003cp>On certain \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> lines like the 37 Corbett, the road is so narrow that the mirrors of the bus pass over the mirrors of parked cars on either side.\u003c/p>\n\u003cp>“It’s in its own league. Turning the wheel is the least of it,” said Mc Allen, a transit operator for Muni, as he prepared to start a recent shift driving the 44 O’Shaughnessy in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> faces a severe budget deficit and the \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">possibility of service cuts\u003c/a> to several lines, Allen is on a mission to highlight his job and raise awareness of the importance of public transit. He wants people to make a point of riding Muni on Tuesday, with a goal to increase ridership by 10%\u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">.\u003c/a>\u003c/p>\n\u003cp>What Allen calls \u003ca href=\"https://www.sftransitoperator.day/\">San Francisco Transit Operator Day\u003c/a> comes the same day that the SFMTA board will discuss those proposed cuts.\u003c/p>\n\u003cfigure id=\"attachment_12031479\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12031479 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_Muni-Operator-Day_DMB_00043_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The SF Muni 44 O’Shaughnessy line crosses San Francisco on March 13, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He got the idea after he heard of a fellow transit operator who had never received a commendation, a kind of formal compliment to operators that members of the public can submit to SFMTA. Allen said his colleague had 14 years of service.\u003c/p>\n\u003cp>“The idea is one big day for Muni operators to celebrate transit in San Francisco and encourage people to recognize our efforts and our labor,” Allen said.\u003c/p>\n\u003cp>He’s also asking members of the public to submit a total of 500 \u003ca href=\"https://sfmta.tfaforms.net/312\">commendations\u003c/a> to drivers and added that the day is not just about recognizing the operators but also the car cleaners, mechanics, schedulers, dispatchers, station agents and other people who help make Muni run.\u003c/p>\n\u003cp>San Francisco Supervisor Bilal Mahmood, meanwhile, has introduced a resolution to officially mark March 18 as Transit Operator Day, which the board will vote on that day. (For years, SFMTA has held its own Transit Operator Appreciation Day for staff on March 18.)\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/fAHZp3usV4g'\n title='//www.youtube.com/embed/fAHZp3usV4g'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“I think resolutions have an importance of raising awareness for our ‘invisible warriors’ in the city,” Mahmood said. “ Unless the public has awareness of the important role that the Muni operators have, they wouldn’t know that they’re an important part of the line item of the budget that we need to be advocating for.”\u003c/p>\n\u003cp>At \u003ca href=\"https://www.sfmta.com/projects/summer-2025-muni-service-cuts\">Tuesday’s meeting\u003c/a>, the SFMTA board will consider reduced service on the 5 Fulton, 9 San Bruno and 31 Balboa lines — and to combine the 21 Hayes and the 6 Haight-Parnassus lines.\u003c/p>\n\u003cp>According to SFMTA, the cuts are needed to rein in an approximately $50 million \u003ca href=\"https://www.kqed.org/news/12027759/sf-transit-board-says-no-cutting-school-crossing-guards-save-money\">budget deficit\u003c/a> for fiscal year 2025–26, which is set to begin in July — due to lower-than-expected transit and parking revenue and lower-than-expected operating transfers from the city’s general fund.\u003c/p>\n\u003cp>SFMTA officials have said these service reductions of about 4% will save the agency $15 million and that it plans to make up the remainder of next fiscal year’s deficit through improvements to fare compliance and its parking program.\u003c/p>\n\u003cfigure id=\"attachment_12031472\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031472\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00037-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">SF Muni Transit Operator Mc Allen waives at another SF Muni bus as he drives the inbound 44 O’Shaughnessy in San Francisco on March 13, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Regardless, the deficit is set to balloon to over $300 million in fiscal year 2026–27, when one-time state and federal funding related to the COVID-19 pandemic is exhausted.\u003c/p>\n\u003cp>The reductions are a pared-down version of service cuts that SFMTA staff \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">proposed earlier\u003c/a>. Still, transit advocates like Jaime Viloria, the outreach and organizing manager for the nonprofit transit advocacy group San Francisco Transit Riders, said the agency should consider dipping into its financial reserves before cutting service.\u003c/p>\n\u003cp>“Everybody loves Muni, but I feel like it’s not being shown a lot of love fiscally,” he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Viloria is worried that with SFMTA’s budget deficit set to grow in the future, any cuts to service made now could become permanent.\u003c/p>\n\u003cp>“If people aren’t using transit, then you don’t have revenue from those fares, and then you won’t have the ridership to justify running those lines,” Viloria said. “And it just spirals out of control.”\u003c/p>\n\u003cp>San Francisco Transit Riders is among the groups organizing a protest against service cuts outside San Francisco City Hall on Tuesday.\u003c/p>\n\u003cp>Mahmood said he also advocated for SFMTA to dip into its reserves to tame the deficit, rather than reduce service.\u003c/p>\n\u003cp>For Allen, it’s just a coincidence that his Transit Operator Appreciation Day falls on the same day SFMTA’s board is expected to discuss the ongoing financial challenges.\u003c/p>\n\u003cp>He said service reductions would be “enormously impactful” to operators, meaning fewer buses on the road would strain operators.\u003c/p>\n\u003cp>“Even if you only get around in San Francisco by car, public transit is enormously valuable to you because it’s what keeps congestion in check,” Allen said. “Our street network can’t work if public transit is not there serving the hundreds of thousands of San Franciscans every day, and so whether you ride Muni or not, you benefit from it.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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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": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"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?",
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"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.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
"airtime": "SAT 4pm-5pm",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
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