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"content": "\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.[aside postID=news_12066855 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Transit advocates are calling attention to recent updates to Clipper that fail to extend savings to people who pay with cash to ride AC Transit. \r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "an-earthquake-swarm-license-plate-reader-cameras-and-clipper-2-0",
"title": "Earthquake Swarms, License Plate Reader Cameras, and Clipper 2.0",
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"content": "\u003cp>In the Bay’s final news roundup of 2025, Ericka, Alan and Jessica discuss the recent series of small earthquakes in San Ramon and Sonoma County, Oakland’s decision to expand its network of license plate reader cameras, and new upgrades to the Clipper card system.\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1999633/scientists-say-san-ramons-latest-earthquake-swarm-is-normal-but-residents-are-on-edge\">Scientists Say San Ramon’s Latest Earthquake Swarm Is Normal, but Residents Are on Edge | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">Oakland Council Expands Flock License Plate Reader Network Despite Privacy Concerns | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC6347268510&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:03] I’m Ericka Cruz Guevara and welcome to the Bay’s December News Roundup, where I sit with the rest of the Bay team to discuss some of the other stories on our radars this month. I am joined by Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:19] Happy Holidays!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:20] Happy holidays, and our producer, Jessica Kariisa. Hey, Jessica.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:00:24] Hey, Ericka.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra\u003c/strong> [00:00:25] Okay, so this is actually gonna be our last new episode of the year, and then we’re gonna be rerunning some of our favorite holiday-related episodes through January 7th. But yeah, it’s almost the holidays. It’s been really cold. It’s really dark. How are you all doing?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:46] I feel like every year I think it’s not actually that cold in the Bay area. My friends on the East coast have actual snow. It’s actually freezing there. Like it’s only like 48, 50 degrees here. And then I totally eat my words every single year. Like I’m cold and I want to just stay home.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:03] No, but this year in particular feels like especially cold. I feel like I’ve had that conversation with like multiple people. Like it feels historic.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:15] I think it actually is historically cold and like.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:19] Fact like fact-checked?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:20] Like yeah like fact checked, and I keep thinking to back to the episode that we just did about your PG&E bail because I know mine is gonna be So high from the usage of my heater because it’s just been absolutely freezing in San Jose.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:36] Yeah, I felt like I was cheating a little bit because I brought my October bill, which is a little, you know, a little old, but I really have been cranking up the heat. As I mentioned, this is our last new episode of the year. Any reflections from the team here about the year of shows, the year on the Bay?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:00] Oh gosh, I don’t know if I’m ready to reflect on the entirety of 2025. Obviously a lot of news happened. You know, we didn’t do a news roundup in November because it coincided with Thanksgiving. But, you know, obviously the last couple of months, there’s been everything from, you, know, the special election to the government shutdown, to people on SNAP losing their benefits temporarily. And then even on top of that, you know, local stories like teachers in Contra Costa County going on strike, so, you know, the rhythm of the end of the year is kind of news-wise has been pretty turbulent, I would say.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:35] It hasn’t been ramping down, it doesn’t feel like it. No, yeah, I think this year has been a lot of really intense news, especially, as Alan was mentioning, the local impacts of a lot of things that were happening at the federal level, the way that immigration was snapped, with, you know, national parks. I think we ended up covering a lot of stories like that, but I think I’m also really proud of the fact that we were able to get out in the field. We talked to a priest in San Jose, Erica interviewed, food is free, Solano’s executive director in Vallejo, and also Perrin Kao in Berkeley. And so we were also able to do a lot of really Bay Area specific things, which felt really good.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:20] Well, let’s get right into some of the other stories that have been on our radars this month. Starting with you, Alan, I feel like there just have been so many earthquake notifications all around the Bay Area, including in Vallejo, one that really shook me and my cat.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:39] Oh, really?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] A few weeks ago. So tell us about these earthquake warnings.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:45] Sure. So in the process of reading about this, including reporting from our KQED colleague, Ezra David Romero, I learned a term that I was not thrilled to learn, which is earthquake swarm. Yeah, I know. It’s like, it sounds very like Old Testament plaguey, you know, like God sent an earthquake swarm to like the Pharaoh. But that’s what large portions of the Bay Area have been seeing these last couple of weeks. In fact, over the last month, there were more than 150 earthquakes in the San Ramon area. Most of those weren’t felt, but many of them were, including 10 that were at or above a magnitude 2.5 just on December 8th alone. And then in Sonoma County, there was about, I think, seven earthquakes, including a 4.0 magnitude between Rohnert Park and Glen Ellen. So we’ve, I’ve been seeing our My Shake notifications, but there are many residents who have literally felt multiple. Yeah, small earthquakes that didn’t damage their homes, but definitely spooked them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:44] I’ve been having a bit of trouble trying to decide how much of this is actually just normal and part of life in California. How normal are these clusters of earthquakes that we’ve been experiencing here in the Bay Area? How worried should I be?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:03] These swarms, how normal are the swarms?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:05] Yes.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:06] Uh, they seem pretty normal. I think that a few things to know about earthquake swarms, they do differ from a typical sequence of earthquakes. I think most of us think of a sequence of earthquake as there being like one big earthquake, like maybe there was a 5.0 somewhere or a 6.0 and then, you know, several like aftershocks over the next few hours or the next few days in the case of earthquake sw arms, there isn’t like a dominant earthquake, there’s sort of a cluster of tiny minor earthquakes and then the fault tends to quiet down. So this, this happens. So I think just because there were more than 150 earthquakes in the San Ramon area over the last month, doesn’t mean that we’re going to get, you know, knock on wood the big one, you know, tomorrow or something like that. Watch it be the one tomorrow just cause I said that.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:50] Oh god. No. No, I’m just gonna say that actually brought me a lot of relief, that answer right until the very end there.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, even though they are minor, I feel like it would still freak me out. Have we heard anything from residents about these swarms and how they’re feeling about it?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:09] Yeah. So Ezra talked to residents in San Ramon in particular about the earthquakes that hit specifically around December 8th when there were 10 just that morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:22] Well, Sunday night was rocking and rolling here.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:28] One of them was a woman named Mona Epstein, and in Mona’s case, she felt several within several hours spanning from the very early morning to kind of mid-morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:40] I was woken, awakened around two o’clock. I felt a jolt and I’ve lived in Santa Mona quite a while. So I remember the last swarm of earthquakes we had. Then again at five o’ clock in the morning, shake the bed again, went back to sleep. At nine o’ o’ I was talking to my son on the phone a little after nine and this one really scared me. People were saying, well, it’s 3.6, it is nothing. I lived through the big one, blah, blah blah, but they don’t get it.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:11] Wow, my gosh. I just imagine this, like, poor woman being, like shaken in her home.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:17] Yeah. And, and you know, there’s something about the number 3.6 in this case that I think is a little deceiving, like it doesn’t sound that bad and it, you know it’s not really damaging buildings, but when there’s several in sequence too, it also makes you think like, oh, when’s the next one, will the next one be bigger, especially if you’re, you know, literally in, in Mona’s case, like at the epicenter of like, what’s technically a small earthquake, but if you were close to the epicenter of it, it feels big.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:07:45] And people, I remember people were saying, this is just making me feel so on edge. I feel so irritable because it’s just, you never know if this is gonna be the big one or if it’s an annoyance.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:58] And I didn’t know this, but there is an actual fault in San Ramon that is pretty active, right?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:07] Right. So San Ramon in particular is above what’s called the Calaveras Fault. It sort of runs underneath the city. Um, it’s also technically part of the San Andreas Fault as well. So, you know, this kind of thing does happen. I mean, as you heard Mona say, uh, this wasn’t the first earthquake swarm that she had, uh you know lived through.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:27] I guess the whole thing with earthquakes is that, you know, never really know when it’s coming and you know just got to be prepared. But what about like warning systems? Is there anything in place for residents or people who might be affected by swarms to at least just have like a little bit of heads up?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:45] So the MyShake Alert will send out an alerting signal if it is measured at, I believe, 4.5 or higher. So if everyone got a notification anytime there was literally any seismic activity, our phones would be going off. I mean, they’re always going off anyway, but you know, it would be a little too much. One funny detail from this story that Ezra reported is that another resident named Rachael Heys said that her Cat was making weird noises and hid under a table, like seconds before the earthquake hit. Um, I, I’m not endorsing that as like a tried and true early warning system, like having a cat, but I thought that was, that was an interesting detail.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:28] Well, my cat Remi needs a software update, because she was fast asleep seconds before that earthquake in Vallejo. Well, Alan, thank you so much for bringing that story. We’re gonna take a quick break, but when we get back, we’ll dig into some of the other stories that we’ve been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:03] And we’re back with the Bay’s Monthly News Roundup, where we dig into some of the other stories that have been on our radars this month, and we’re gonna dive into my story, which is a spicy one. Oakland City Council voted this week to expand a very controversial license plate reader, and this happened despite concerns from both residents and privacy experts. Who are especially worried about how these cameras could potentially expose residents to federal surveillance. I don’t know if you both have heard about these cameras from this Atlanta-based company called Flock Safety. They’ve been in the news, I feel like, a lot this summer, especially after a few media investigations revealed how… Local police departments around the US have shared data from these cameras with federal law enforcement. That actually includes the Oakland Police Department, which the San Francisco standard had actually reported. In at least one case, California Highway Patrol searched OPD’s database for data related to an immigration and customs enforcement investigation. So the headline here really is that despite a lot of pushback by residents a lot of concerns from privacy experts. At this city council meeting on Tuesday, Oakland approved this new two-year contract with Flock Safety.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:38] What does OPD typically use these cameras for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:44] So these cameras are used in a variety of ways around Oakland. They’ve been installed in the city since the spring of 2024. There’s about 300 of them around the city. They’re used by both merchants and also the Oakland police department. Merchants say that they have cameras, you know, around Oakland Chinatown, for example, to try and prevent crime. And Oakland PD says they use the data from these cameras to help them with investigations. According to one OPD report that was reported on by the San Francisco Chronicle, the police department there credits flock cameras for helping investigators track cars connected to robberies, cars connected to human trafficking, auto theft rings. And then they also say that these cameras have allowed this county-wide task force to make 110 arrests related to stolen cars. Because of these flock alerts. So they say it’s just really, really helpful for them in doing their jobs and in responding to the kind of crimes that they say that Oakland residents want them to respond to.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:58] Yeah, I mean, especially with, you know, some of this data potentially being sent to ICE, I can imagine there was a lot of controversy around this. Can you talk a bit more about how residents are feeling or if there’s any pushback happening at that level?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:17] I actually saw this specific description of the council meeting that I found really interesting. This is from writer Maggie Tokuda-Hall for the Oakland Review of Books. She wrote, quote, “‘It’s like I wandered into the comment section “‘on an NPR article and got trapped.'”\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:13:36] Oh, no.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:36] That’s the vibe at the December 16th Oakland City Council meeting. I was among some of the most informed people I’ve ever heard, each rushing to complete their statements before their mic was cut off at the one minute mark. So she was really talking about this like flood of residents who are really concerned about, you know, in this moment that we’re in, where a lot of community members are concerned about immigration customs enforcement actions. And when also the city of Oakland is, you know, really coming out as a sanctuary city, many residents see this as like a move that kind of works against that. Council Member Carroll Fife was the only no vote and she really points to this scrutiny around data sharing with the feds and she sort of makes this argument that this really goes against the city status as a Sanctuary City.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:32] Are there any guardrails against sharing data with the feds in this contract with Flock?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:39] So in order to address some of these privacy concerns from residents, Oakland City Council also adopted a few amendments to their contract with Flock. And one of those includes prohibiting any sharing of data with federal immigration agencies or any state law enforcement for the purpose of investigating reproductive health or gender affirming care. Which seems maybe a little specific, but there is literally a story of a Texas police officer searching national flock data to find a woman who had self-administered an abortion. And so that’s the concern that they’re addressing there. Another amendment includes a sort of approval system that requires the city’s chief privacy officer and also the Oakland Police Department’s information technology director to authorize any sort of data sharing relationships with other agencies. A Flock spokesperson says that any municipality has the authority to decide what gets shared or not, but I will say that there are still data privacy folks out there who say any data collected is data at risk.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:09] And that is it for my doozy of a story. Jessica Karii, we’re gonna end this one with you. What story have you got for us today?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:18] I have a story about Transit. So, effective December 10th, Clipper launched their 2.0 version, which has a bunch of really cool upgrades for those of you who use Clipper. Basically, there’s four major upgrades. First, you can immediately access funds in your Clipper account. You don’t have to wait a few days, which was something that people had to do before sometimes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:46] I mean, that is like… ne of the most annoying things to me about the Clipper. Because it’s like we’re in the Bay Area. We’re in- It should be immediate. Yeah, we’re the tech capital of the world. What do you mean?\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:56] No, I’m with you. So that’s huge. The second is you can now have like family accounts. So basically, users will be able to manage more than one Clipper card. So a parent, for example, could add money to their kid’s account, just making things a little bit smoother on that end. Another big thing is now you can use contactless payment with a debit or credit card. I think we actually We talked about this in another roundup. About BART launching this towards the end of the summer, and now Clippers launched it, so that’s pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:30] Meaning that you can now tap to pay with a credit card or debit card on any transit system that uses Clipper, right? So that includes Muni, Caltrain, et cetera.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:39] Exactly. Yeah. And the one that I’m most interested in as someone who takes two transit agencies to work is that now when you transfer from one agency to another, you can get a discount of up to $2.85 on your second ride.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:59] As long as your transfer happens within two hours of your first ride. So that’s gonna lead to quite a bit of savings for some people.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:06] Wow, I did not know about that last one, but I also take two transit systems to work.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:11] Yeah, and there’s actually a really cool website called clipper2.hikingbytransit.com where you can actually put in your transit information and it’ll tell you how much you’re expected to save over a year of commuting, which they’re calculating at about 500 trips. And so I put mine in and I’m going to save over $1,000, which is pretty cool. Which is pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:35] Oh my gosh, what are you gonna do with that thousand dollar?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:38] I don’t know, I don’t know, maybe I’ll buy something, maybe i’ll go on a trip. Now I have that extra money.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:45] Does everyone already have this? Has this automatically been implemented for everybody?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:49] Great question. So the whole Clipper 2.0 update is gonna take about eight to 12 weeks. It will happen automatically for everybody, but it will take some time. But you can manually update the app yourself by going to the Clipper website or going through however you have the app, if you have it on your phone, to get the update faster. That said, when… Clipper 2.0 first launched. There were some glitches and people were having issues updating. So there was a little frustration around that. It’s now been over a week. I was able to update mine pretty smoothly. So I think they’re working out some of the kinks.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:32] I mean Jessica, we’ve talked a lot on this show about like how much transit agencies around the Bay Area are really struggling financially right now so why why are they doing this and and why are they giving you and I big discounts?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:19:46] Yeah, that’s a great question. And our colleague Azul Dahlstrom-Eckman did some really great reporting around this. So transit officials say that, you know, they’re hoping that offering these discounts will actually increase ridership. And if ridership goes up, then revenue goes up as well.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:20:03] The timing of this is interesting too, because next year we’re going to have the Super Bowl in the Bay Area in February, and then we will have World Cup games later in the year. So I think especially the tap to pay debit credit card for tourists, for people visiting out from other parts of the country or the world, I think that’s, I think essential to have, honestly.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:23] Yeah, that’s a good point, yeah. Well, thank you so much for bringing that story, Jessica.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the Bay’s final news roundup of 2025, Ericka, Alan and Jessica discuss the recent series of small earthquakes in San Ramon and Sonoma County, Oakland’s decision to expand its network of license plate reader cameras, and new upgrades to the Clipper card system.\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/science/1999633/scientists-say-san-ramons-latest-earthquake-swarm-is-normal-but-residents-are-on-edge\">Scientists Say San Ramon’s Latest Earthquake Swarm Is Normal, but Residents Are on Edge | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">Oakland Council Expands Flock License Plate Reader Network Despite Privacy Concerns | KQED\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours | KQED\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC6347268510&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:03] I’m Ericka Cruz Guevara and welcome to the Bay’s December News Roundup, where I sit with the rest of the Bay team to discuss some of the other stories on our radars this month. I am joined by Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:19] Happy Holidays!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:20] Happy holidays, and our producer, Jessica Kariisa. Hey, Jessica.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:00:24] Hey, Ericka.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra\u003c/strong> [00:00:25] Okay, so this is actually gonna be our last new episode of the year, and then we’re gonna be rerunning some of our favorite holiday-related episodes through January 7th. But yeah, it’s almost the holidays. It’s been really cold. It’s really dark. How are you all doing?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:46] I feel like every year I think it’s not actually that cold in the Bay area. My friends on the East coast have actual snow. It’s actually freezing there. Like it’s only like 48, 50 degrees here. And then I totally eat my words every single year. Like I’m cold and I want to just stay home.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:03] No, but this year in particular feels like especially cold. I feel like I’ve had that conversation with like multiple people. Like it feels historic.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:15] I think it actually is historically cold and like.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:19] Fact like fact-checked?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:01:20] Like yeah like fact checked, and I keep thinking to back to the episode that we just did about your PG&E bail because I know mine is gonna be So high from the usage of my heater because it’s just been absolutely freezing in San Jose.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:36] Yeah, I felt like I was cheating a little bit because I brought my October bill, which is a little, you know, a little old, but I really have been cranking up the heat. As I mentioned, this is our last new episode of the year. Any reflections from the team here about the year of shows, the year on the Bay?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:00] Oh gosh, I don’t know if I’m ready to reflect on the entirety of 2025. Obviously a lot of news happened. You know, we didn’t do a news roundup in November because it coincided with Thanksgiving. But, you know, obviously the last couple of months, there’s been everything from, you, know, the special election to the government shutdown, to people on SNAP losing their benefits temporarily. And then even on top of that, you know, local stories like teachers in Contra Costa County going on strike, so, you know, the rhythm of the end of the year is kind of news-wise has been pretty turbulent, I would say.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:35] It hasn’t been ramping down, it doesn’t feel like it. No, yeah, I think this year has been a lot of really intense news, especially, as Alan was mentioning, the local impacts of a lot of things that were happening at the federal level, the way that immigration was snapped, with, you know, national parks. I think we ended up covering a lot of stories like that, but I think I’m also really proud of the fact that we were able to get out in the field. We talked to a priest in San Jose, Erica interviewed, food is free, Solano’s executive director in Vallejo, and also Perrin Kao in Berkeley. And so we were also able to do a lot of really Bay Area specific things, which felt really good.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:20] Well, let’s get right into some of the other stories that have been on our radars this month. Starting with you, Alan, I feel like there just have been so many earthquake notifications all around the Bay Area, including in Vallejo, one that really shook me and my cat.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:39] Oh, really?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] A few weeks ago. So tell us about these earthquake warnings.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:45] Sure. So in the process of reading about this, including reporting from our KQED colleague, Ezra David Romero, I learned a term that I was not thrilled to learn, which is earthquake swarm. Yeah, I know. It’s like, it sounds very like Old Testament plaguey, you know, like God sent an earthquake swarm to like the Pharaoh. But that’s what large portions of the Bay Area have been seeing these last couple of weeks. In fact, over the last month, there were more than 150 earthquakes in the San Ramon area. Most of those weren’t felt, but many of them were, including 10 that were at or above a magnitude 2.5 just on December 8th alone. And then in Sonoma County, there was about, I think, seven earthquakes, including a 4.0 magnitude between Rohnert Park and Glen Ellen. So we’ve, I’ve been seeing our My Shake notifications, but there are many residents who have literally felt multiple. Yeah, small earthquakes that didn’t damage their homes, but definitely spooked them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:44] I’ve been having a bit of trouble trying to decide how much of this is actually just normal and part of life in California. How normal are these clusters of earthquakes that we’ve been experiencing here in the Bay Area? How worried should I be?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:03] These swarms, how normal are the swarms?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:05] Yes.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:06] Uh, they seem pretty normal. I think that a few things to know about earthquake swarms, they do differ from a typical sequence of earthquakes. I think most of us think of a sequence of earthquake as there being like one big earthquake, like maybe there was a 5.0 somewhere or a 6.0 and then, you know, several like aftershocks over the next few hours or the next few days in the case of earthquake sw arms, there isn’t like a dominant earthquake, there’s sort of a cluster of tiny minor earthquakes and then the fault tends to quiet down. So this, this happens. So I think just because there were more than 150 earthquakes in the San Ramon area over the last month, doesn’t mean that we’re going to get, you know, knock on wood the big one, you know, tomorrow or something like that. Watch it be the one tomorrow just cause I said that.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:50] Oh god. No. No, I’m just gonna say that actually brought me a lot of relief, that answer right until the very end there.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, even though they are minor, I feel like it would still freak me out. Have we heard anything from residents about these swarms and how they’re feeling about it?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:09] Yeah. So Ezra talked to residents in San Ramon in particular about the earthquakes that hit specifically around December 8th when there were 10 just that morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:22] Well, Sunday night was rocking and rolling here.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:28] One of them was a woman named Mona Epstein, and in Mona’s case, she felt several within several hours spanning from the very early morning to kind of mid-morning.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:06:40] I was woken, awakened around two o’clock. I felt a jolt and I’ve lived in Santa Mona quite a while. So I remember the last swarm of earthquakes we had. Then again at five o’ clock in the morning, shake the bed again, went back to sleep. At nine o’ o’ I was talking to my son on the phone a little after nine and this one really scared me. People were saying, well, it’s 3.6, it is nothing. I lived through the big one, blah, blah blah, but they don’t get it.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:11] Wow, my gosh. I just imagine this, like, poor woman being, like shaken in her home.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:17] Yeah. And, and you know, there’s something about the number 3.6 in this case that I think is a little deceiving, like it doesn’t sound that bad and it, you know it’s not really damaging buildings, but when there’s several in sequence too, it also makes you think like, oh, when’s the next one, will the next one be bigger, especially if you’re, you know, literally in, in Mona’s case, like at the epicenter of like, what’s technically a small earthquake, but if you were close to the epicenter of it, it feels big.\u003c/p>\n\u003cp>\u003cstrong>Mona Epstein \u003c/strong>[00:07:45] And people, I remember people were saying, this is just making me feel so on edge. I feel so irritable because it’s just, you never know if this is gonna be the big one or if it’s an annoyance.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:58] And I didn’t know this, but there is an actual fault in San Ramon that is pretty active, right?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:07] Right. So San Ramon in particular is above what’s called the Calaveras Fault. It sort of runs underneath the city. Um, it’s also technically part of the San Andreas Fault as well. So, you know, this kind of thing does happen. I mean, as you heard Mona say, uh, this wasn’t the first earthquake swarm that she had, uh you know lived through.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:27] I guess the whole thing with earthquakes is that, you know, never really know when it’s coming and you know just got to be prepared. But what about like warning systems? Is there anything in place for residents or people who might be affected by swarms to at least just have like a little bit of heads up?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:45] So the MyShake Alert will send out an alerting signal if it is measured at, I believe, 4.5 or higher. So if everyone got a notification anytime there was literally any seismic activity, our phones would be going off. I mean, they’re always going off anyway, but you know, it would be a little too much. One funny detail from this story that Ezra reported is that another resident named Rachael Heys said that her Cat was making weird noises and hid under a table, like seconds before the earthquake hit. Um, I, I’m not endorsing that as like a tried and true early warning system, like having a cat, but I thought that was, that was an interesting detail.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:28] Well, my cat Remi needs a software update, because she was fast asleep seconds before that earthquake in Vallejo. Well, Alan, thank you so much for bringing that story. We’re gonna take a quick break, but when we get back, we’ll dig into some of the other stories that we’ve been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:03] And we’re back with the Bay’s Monthly News Roundup, where we dig into some of the other stories that have been on our radars this month, and we’re gonna dive into my story, which is a spicy one. Oakland City Council voted this week to expand a very controversial license plate reader, and this happened despite concerns from both residents and privacy experts. Who are especially worried about how these cameras could potentially expose residents to federal surveillance. I don’t know if you both have heard about these cameras from this Atlanta-based company called Flock Safety. They’ve been in the news, I feel like, a lot this summer, especially after a few media investigations revealed how… Local police departments around the US have shared data from these cameras with federal law enforcement. That actually includes the Oakland Police Department, which the San Francisco standard had actually reported. In at least one case, California Highway Patrol searched OPD’s database for data related to an immigration and customs enforcement investigation. So the headline here really is that despite a lot of pushback by residents a lot of concerns from privacy experts. At this city council meeting on Tuesday, Oakland approved this new two-year contract with Flock Safety.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:38] What does OPD typically use these cameras for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:44] So these cameras are used in a variety of ways around Oakland. They’ve been installed in the city since the spring of 2024. There’s about 300 of them around the city. They’re used by both merchants and also the Oakland police department. Merchants say that they have cameras, you know, around Oakland Chinatown, for example, to try and prevent crime. And Oakland PD says they use the data from these cameras to help them with investigations. According to one OPD report that was reported on by the San Francisco Chronicle, the police department there credits flock cameras for helping investigators track cars connected to robberies, cars connected to human trafficking, auto theft rings. And then they also say that these cameras have allowed this county-wide task force to make 110 arrests related to stolen cars. Because of these flock alerts. So they say it’s just really, really helpful for them in doing their jobs and in responding to the kind of crimes that they say that Oakland residents want them to respond to.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:58] Yeah, I mean, especially with, you know, some of this data potentially being sent to ICE, I can imagine there was a lot of controversy around this. Can you talk a bit more about how residents are feeling or if there’s any pushback happening at that level?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:17] I actually saw this specific description of the council meeting that I found really interesting. This is from writer Maggie Tokuda-Hall for the Oakland Review of Books. She wrote, quote, “‘It’s like I wandered into the comment section “‘on an NPR article and got trapped.'”\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:13:36] Oh, no.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:36] That’s the vibe at the December 16th Oakland City Council meeting. I was among some of the most informed people I’ve ever heard, each rushing to complete their statements before their mic was cut off at the one minute mark. So she was really talking about this like flood of residents who are really concerned about, you know, in this moment that we’re in, where a lot of community members are concerned about immigration customs enforcement actions. And when also the city of Oakland is, you know, really coming out as a sanctuary city, many residents see this as like a move that kind of works against that. Council Member Carroll Fife was the only no vote and she really points to this scrutiny around data sharing with the feds and she sort of makes this argument that this really goes against the city status as a Sanctuary City.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:32] Are there any guardrails against sharing data with the feds in this contract with Flock?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:39] So in order to address some of these privacy concerns from residents, Oakland City Council also adopted a few amendments to their contract with Flock. And one of those includes prohibiting any sharing of data with federal immigration agencies or any state law enforcement for the purpose of investigating reproductive health or gender affirming care. Which seems maybe a little specific, but there is literally a story of a Texas police officer searching national flock data to find a woman who had self-administered an abortion. And so that’s the concern that they’re addressing there. Another amendment includes a sort of approval system that requires the city’s chief privacy officer and also the Oakland Police Department’s information technology director to authorize any sort of data sharing relationships with other agencies. A Flock spokesperson says that any municipality has the authority to decide what gets shared or not, but I will say that there are still data privacy folks out there who say any data collected is data at risk.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:09] And that is it for my doozy of a story. Jessica Karii, we’re gonna end this one with you. What story have you got for us today?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:18] I have a story about Transit. So, effective December 10th, Clipper launched their 2.0 version, which has a bunch of really cool upgrades for those of you who use Clipper. Basically, there’s four major upgrades. First, you can immediately access funds in your Clipper account. You don’t have to wait a few days, which was something that people had to do before sometimes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:46] I mean, that is like… ne of the most annoying things to me about the Clipper. Because it’s like we’re in the Bay Area. We’re in- It should be immediate. Yeah, we’re the tech capital of the world. What do you mean?\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:16:56] No, I’m with you. So that’s huge. The second is you can now have like family accounts. So basically, users will be able to manage more than one Clipper card. So a parent, for example, could add money to their kid’s account, just making things a little bit smoother on that end. Another big thing is now you can use contactless payment with a debit or credit card. I think we actually We talked about this in another roundup. About BART launching this towards the end of the summer, and now Clippers launched it, so that’s pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:30] Meaning that you can now tap to pay with a credit card or debit card on any transit system that uses Clipper, right? So that includes Muni, Caltrain, et cetera.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:39] Exactly. Yeah. And the one that I’m most interested in as someone who takes two transit agencies to work is that now when you transfer from one agency to another, you can get a discount of up to $2.85 on your second ride.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:17:59] As long as your transfer happens within two hours of your first ride. So that’s gonna lead to quite a bit of savings for some people.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:06] Wow, I did not know about that last one, but I also take two transit systems to work.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:11] Yeah, and there’s actually a really cool website called clipper2.hikingbytransit.com where you can actually put in your transit information and it’ll tell you how much you’re expected to save over a year of commuting, which they’re calculating at about 500 trips. And so I put mine in and I’m going to save over $1,000, which is pretty cool. Which is pretty cool.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:18:35] Oh my gosh, what are you gonna do with that thousand dollar?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:38] I don’t know, I don’t know, maybe I’ll buy something, maybe i’ll go on a trip. Now I have that extra money.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:45] Does everyone already have this? Has this automatically been implemented for everybody?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:18:49] Great question. So the whole Clipper 2.0 update is gonna take about eight to 12 weeks. It will happen automatically for everybody, but it will take some time. But you can manually update the app yourself by going to the Clipper website or going through however you have the app, if you have it on your phone, to get the update faster. That said, when… Clipper 2.0 first launched. There were some glitches and people were having issues updating. So there was a little frustration around that. It’s now been over a week. I was able to update mine pretty smoothly. So I think they’re working out some of the kinks.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:32] I mean Jessica, we’ve talked a lot on this show about like how much transit agencies around the Bay Area are really struggling financially right now so why why are they doing this and and why are they giving you and I big discounts?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:19:46] Yeah, that’s a great question. And our colleague Azul Dahlstrom-Eckman did some really great reporting around this. So transit officials say that, you know, they’re hoping that offering these discounts will actually increase ridership. And if ridership goes up, then revenue goes up as well.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:20:03] The timing of this is interesting too, because next year we’re going to have the Super Bowl in the Bay Area in February, and then we will have World Cup games later in the year. So I think especially the tap to pay debit credit card for tourists, for people visiting out from other parts of the country or the world, I think that’s, I think essential to have, honestly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:23] Yeah, that’s a good point, yeah. Well, thank you so much for bringing that story, Jessica.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.[aside postID=news_12065714 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg']Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours",
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"content": "\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.[aside postID=news_12065601 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0007_GH-KQED.jpg']And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "where-the-journey-begins-south-bay-bart-extension-work-pushes-ahead",
"title": "‘Where the Journey Begins’: South Bay BART Extension Work Pushes Ahead",
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"headTitle": "‘Where the Journey Begins’: South Bay BART Extension Work Pushes Ahead | KQED",
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"content": "\u003cp>Plenty of questions remain about the long-running plans to extend BART through downtown San José and into Santa Clara: concerns about costs, schedule, \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">disputes\u003c/a> with contractors, and whether President Donald Trump might interfere with its \u003ca href=\"https://www.kqed.org/news/12063022/south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding\">federal funding\u003c/a> are just some of the worries being weighed by local leaders.\u003c/p>\n\u003cp>Even as those questions persist, however, the first major construction since the $12.7 billion project was conceived decades ago is pushing ahead.\u003c/p>\n\u003cp>“We can see progress, and we have momentum, and we need to keep that momentum going,” said Tom Maguire, the chief megaprojects delivery officer for the Santa Clara Valley Transportation Authority, known locally as VTA.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The VTA is building the four-station, six-mile extension, which will eventually tie into existing BART service that currently terminates at the Berryessa/North San José Station, which opened in 2020, along with the Milpitas station.\u003c/p>\n\u003cp>New stations along the extension are planned for 28th Street/Little Portugal, Downtown San José at First Street, Diridon Station and the current Santa Clara Caltrain station.\u003c/p>\n\u003cfigure id=\"attachment_12066408\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066408\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Project officials said over roughly the past month, major excavation work has ramped up at the West Portal site on the border of San José and Santa Clara, near PayPal Park and San José Mineta International Airport.\u003c/p>\n\u003cp>Contractors are digging out a large ramp leading down to a 133-foot hole in the ground, which is being reinforced with huge rebar cages filled with concrete, some of which required a 217-foot crane and specialized equipment to drop into place.\u003c/p>\n\u003cp>“We’re rapidly opening up the ground. And for the first time, folks who have been waiting for this project for decades can start to see where the trains they’ve been paying for and hoping for are actually going to run,” Maguire said Monday morning during a media tour of the West Portal site.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']The massive hole, and most of the construction happening around it, is in service of what’s called the launch structure. It’s where a $76 million tunnel boring machine recently assembled in Germany will eventually be dropped 82 feet into the earth to begin chewing through miles of muck.\u003c/p>\n\u003cp>It’ll bore out a 53-foot diameter tunnel shaft for five of the six miles of the extension, which will eventually contain train tracks, platforms and stairs or escalators for future passengers.\u003c/p>\n\u003cp>“Right here beneath our feet, we’re building the gateway that will connect BART to downtown San José and Berryessa and beyond,” Sarah Wilson, the construction director for the project, said during the tour. “This is where the journey begins, literally and symbolically.”\u003c/p>\n\u003cp>The vast expanse of the ramp is reinforced with large, cylindrical steel braces, which will help hold back the earth during construction and further excavation.\u003c/p>\n\u003cp>Small teams of workers on the ground were seen Monday morning coordinating with backhoe operators to check the integrity of the braces and fit them into place.\u003c/p>\n\u003cfigure id=\"attachment_12066411\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Chief Megaprojects Delivery Officer for the Santa Clara Valley Transportation Authority Tom Macguire addresses the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire and other officials have emphasized the importance of getting the tunnel built as soon as possible as a means to help ensure the project doesn’t incur any further cost or schedule overruns.\u003c/p>\n\u003cp>The project, originally estimated by VTA in 2014 to cost about $4.7 billion and be completed in 2026, has ballooned in cost multiple times to its current figure, and is currently estimated to be completed sometime in the year 2037.\u003c/p>\n\u003cp>“It’s a significant project, it’s going to take a decade to build it, but the best way we can shrink that timeframe is getting this launch structure done and getting the tunnel boring machine moving as fast as possible,” Maguire said.\u003c/p>\n\u003cfigure id=\"attachment_12066413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066413 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The tunnel under construction at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But even as the crews of anywhere between 30 to 80 workers toil on rotating shifts at the West Portal site 24 hours a day, VTA is seemingly already off the optimal mark.\u003c/p>\n\u003cp>Its tunnel boring machine just recently finished quality assurance testing in Germany, and is being disassembled to be packed away in storage before eventually being shipped to San José.\u003c/p>\n\u003cp>However, Maguire said Monday the launch structure won’t be complete until spring 2027, and a series of other jobs need to be completed on the site before the machine can be brought to the site and start digging, including setting up major power supplies to run it.\u003c/p>\n\u003cfigure id=\"attachment_12066414\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066414\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction Director Sarah Wilson speaks with the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wilson said VTA estimates tunneling won’t begin until either 2028 or 2029, and could take roughly three-and-a-half years to complete, barring any significant delays from unforeseen challenges.\u003c/p>\n\u003cp>Part of the delay stems from the agency’s decision to ditch its main tunneling and trackwork contractor over a cost dispute. That so-called “offramp” the agency elected to take could be responsible for up to an 18-month setback, Maguire said earlier this year.\u003c/p>\n\u003cp>It’s unclear at this point if VTA will find another contractor altogether or renegotiate with its previous partner to get the major tunneling work done, as some outside transit consultants have recommended they do.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066417 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire said there’s been a lot of interest shown by the industry in the job.\u003c/p>\n\u003cp>“All the major tunneling contractors around the globe who are capable of doing this work are interested in doing this work,” he said. “Lots of people want to be part of this project. It’s a once-in-a-generation project.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Plenty of questions remain about the long-running plans to extend BART through downtown San José and into Santa Clara: concerns about costs, schedule, \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">disputes\u003c/a> with contractors, and whether President Donald Trump might interfere with its \u003ca href=\"https://www.kqed.org/news/12063022/south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding\">federal funding\u003c/a> are just some of the worries being weighed by local leaders.\u003c/p>\n\u003cp>Even as those questions persist, however, the first major construction since the $12.7 billion project was conceived decades ago is pushing ahead.\u003c/p>\n\u003cp>“We can see progress, and we have momentum, and we need to keep that momentum going,” said Tom Maguire, the chief megaprojects delivery officer for the Santa Clara Valley Transportation Authority, known locally as VTA.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The VTA is building the four-station, six-mile extension, which will eventually tie into existing BART service that currently terminates at the Berryessa/North San José Station, which opened in 2020, along with the Milpitas station.\u003c/p>\n\u003cp>New stations along the extension are planned for 28th Street/Little Portugal, Downtown San José at First Street, Diridon Station and the current Santa Clara Caltrain station.\u003c/p>\n\u003cfigure id=\"attachment_12066408\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066408\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Project officials said over roughly the past month, major excavation work has ramped up at the West Portal site on the border of San José and Santa Clara, near PayPal Park and San José Mineta International Airport.\u003c/p>\n\u003cp>Contractors are digging out a large ramp leading down to a 133-foot hole in the ground, which is being reinforced with huge rebar cages filled with concrete, some of which required a 217-foot crane and specialized equipment to drop into place.\u003c/p>\n\u003cp>“We’re rapidly opening up the ground. And for the first time, folks who have been waiting for this project for decades can start to see where the trains they’ve been paying for and hoping for are actually going to run,” Maguire said Monday morning during a media tour of the West Portal site.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The massive hole, and most of the construction happening around it, is in service of what’s called the launch structure. It’s where a $76 million tunnel boring machine recently assembled in Germany will eventually be dropped 82 feet into the earth to begin chewing through miles of muck.\u003c/p>\n\u003cp>It’ll bore out a 53-foot diameter tunnel shaft for five of the six miles of the extension, which will eventually contain train tracks, platforms and stairs or escalators for future passengers.\u003c/p>\n\u003cp>“Right here beneath our feet, we’re building the gateway that will connect BART to downtown San José and Berryessa and beyond,” Sarah Wilson, the construction director for the project, said during the tour. “This is where the journey begins, literally and symbolically.”\u003c/p>\n\u003cp>The vast expanse of the ramp is reinforced with large, cylindrical steel braces, which will help hold back the earth during construction and further excavation.\u003c/p>\n\u003cp>Small teams of workers on the ground were seen Monday morning coordinating with backhoe operators to check the integrity of the braces and fit them into place.\u003c/p>\n\u003cfigure id=\"attachment_12066411\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Chief Megaprojects Delivery Officer for the Santa Clara Valley Transportation Authority Tom Macguire addresses the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire and other officials have emphasized the importance of getting the tunnel built as soon as possible as a means to help ensure the project doesn’t incur any further cost or schedule overruns.\u003c/p>\n\u003cp>The project, originally estimated by VTA in 2014 to cost about $4.7 billion and be completed in 2026, has ballooned in cost multiple times to its current figure, and is currently estimated to be completed sometime in the year 2037.\u003c/p>\n\u003cp>“It’s a significant project, it’s going to take a decade to build it, but the best way we can shrink that timeframe is getting this launch structure done and getting the tunnel boring machine moving as fast as possible,” Maguire said.\u003c/p>\n\u003cfigure id=\"attachment_12066413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066413 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The tunnel under construction at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But even as the crews of anywhere between 30 to 80 workers toil on rotating shifts at the West Portal site 24 hours a day, VTA is seemingly already off the optimal mark.\u003c/p>\n\u003cp>Its tunnel boring machine just recently finished quality assurance testing in Germany, and is being disassembled to be packed away in storage before eventually being shipped to San José.\u003c/p>\n\u003cp>However, Maguire said Monday the launch structure won’t be complete until spring 2027, and a series of other jobs need to be completed on the site before the machine can be brought to the site and start digging, including setting up major power supplies to run it.\u003c/p>\n\u003cfigure id=\"attachment_12066414\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066414\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction Director Sarah Wilson speaks with the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wilson said VTA estimates tunneling won’t begin until either 2028 or 2029, and could take roughly three-and-a-half years to complete, barring any significant delays from unforeseen challenges.\u003c/p>\n\u003cp>Part of the delay stems from the agency’s decision to ditch its main tunneling and trackwork contractor over a cost dispute. That so-called “offramp” the agency elected to take could be responsible for up to an 18-month setback, Maguire said earlier this year.\u003c/p>\n\u003cp>It’s unclear at this point if VTA will find another contractor altogether or renegotiate with its previous partner to get the major tunneling work done, as some outside transit consultants have recommended they do.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066417 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire said there’s been a lot of interest shown by the industry in the job.\u003c/p>\n\u003cp>“All the major tunneling contractors around the globe who are capable of doing this work are interested in doing this work,” he said. “Lots of people want to be part of this project. It’s a once-in-a-generation project.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.[aside postID=news_12064570 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/240404-District5BOSRedistricting-003-BL_qed.jpg']The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Bay Area transit agency said it was unable to begin service on the southern stretch of its Orange and Green line trains on Friday, the latest major service disruption this year.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Transit officials in\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\"> San Francisco\u003c/a> on Tuesday moved forward with a plan that would dramatically increase the number of citations the agency can issue to drivers who park in transit-only lanes and bus stops.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> will now issue a request for proposals for a “Next Generation Transit Lane and Bus Stop Enforcement System,” which is expected to increase by at least fivefold the number of citations parking control officers are able to issue for transit lane violations. Unauthorized parking in a transit lane carries a fine of $108.\u003c/p>\n\u003cp>The SFMTA launched the Transit-Only Lane Enforcement program in 2008. The program installed forward-facing cameras on buses to document drivers parked in transit-only lanes or bus stops.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the agency says limited staffing and out-of-date equipment have hamstrung the ability of parking control officers to review and issue citations. The two parking control officers who work on the TOLE program must manually review thousands of hours of video footage a year, according to an SFMTA staff report. Because of this, the agency says those officers can only issue about 20 citations per day.\u003c/p>\n\u003cp>The new system will build on the existing TOLE program with upgrades like real-time data transmission, automated license plate readers and violation detection, as well as GPS mounted on buses to automatically generate evidence packages, which the agency says will allow it to process more citations with existing staffing levels.\u003c/p>\n\u003cfigure id=\"attachment_12031474\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A painted bus stop sign along the 44 O’Shaughnessy line in San Francisco, March 13, 2025. Transit-only lanes are generally reserved for Muni, taxis and emergency vehicles. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Transit lanes are an essential tool to keep Muni moving on San Francisco’s busy streets as traffic congestion increases. Parking in bus lanes is both a safety issue and impedes Muni’s reliability,” says Erica Kato, Chief Spokesperson for SFMTA.\u003c/p>\n\u003cp>San Francisco introduced transit lanes over 40 years ago, and the city’s network of them has since swelled to over\u003ca href=\"https://www.sfmta.com/blog/decade-change-how-muni-forward-transforming-san-francisco\"> 75 miles\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/rules-when-you-can-enter-transit-only-lane\">Transit-only lanes\u003c/a>, many of which can be identified by solid red paint, are generally reserved only for Muni, taxis and emergency vehicles. People in other vehicles are allowed to use transit lanes only to make a turn or to reach a parking space or a curb.\u003c/p>\n\u003cp>SFMTA expects to award a contract by April 2026. The system will initially be deployed on two buses as a pilot, with deployment expanding to an additional 210 buses, pending SFMTA approval of the pilot.[aside postID=news_12063703 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/240111-TransitFile-06-BL_qed.jpg']The agency is also reserving the option to expand the system into its remaining 600-plus New Flyer buses, subject to city approval processes. The total estimated cost of the project is $15,639,776 for an initial three-year term, with an option for three additional one-year terms. $2.5 million in installation costs will be covered by a Caltrans grant, and citations generated by the program will pay for the remainder.\u003c/p>\n\u003cp>SFMTA says improvements to the city’s transportation network over the past decade, including transit-only lanes, have led to faster travel times and reduced traffic-related injuries. The agency also claims that transit-lane enforcement is effective in reducing violations, citing a statistic that 93% of vehicles cited for transit lane violations do not receive a second citation.\u003c/p>\n\u003cp>The program allows for warnings for first-time violations.\u003c/p>\n\u003cp>“While an initial increase in citations is expected, the long-term goal is a reduction in violations as awareness and compliance improve,” the report says.\u003c/p>\n\u003cp>The contract will require approval by the SFMTA Board and the city’s Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the agency says limited staffing and out-of-date equipment have hamstrung the ability of parking control officers to review and issue citations. The two parking control officers who work on the TOLE program must manually review thousands of hours of video footage a year, according to an SFMTA staff report. Because of this, the agency says those officers can only issue about 20 citations per day.\u003c/p>\n\u003cp>The new system will build on the existing TOLE program with upgrades like real-time data transmission, automated license plate readers and violation detection, as well as GPS mounted on buses to automatically generate evidence packages, which the agency says will allow it to process more citations with existing staffing levels.\u003c/p>\n\u003cfigure id=\"attachment_12031474\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A painted bus stop sign along the 44 O’Shaughnessy line in San Francisco, March 13, 2025. Transit-only lanes are generally reserved for Muni, taxis and emergency vehicles. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Transit lanes are an essential tool to keep Muni moving on San Francisco’s busy streets as traffic congestion increases. Parking in bus lanes is both a safety issue and impedes Muni’s reliability,” says Erica Kato, Chief Spokesperson for SFMTA.\u003c/p>\n\u003cp>San Francisco introduced transit lanes over 40 years ago, and the city’s network of them has since swelled to over\u003ca href=\"https://www.sfmta.com/blog/decade-change-how-muni-forward-transforming-san-francisco\"> 75 miles\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/rules-when-you-can-enter-transit-only-lane\">Transit-only lanes\u003c/a>, many of which can be identified by solid red paint, are generally reserved only for Muni, taxis and emergency vehicles. People in other vehicles are allowed to use transit lanes only to make a turn or to reach a parking space or a curb.\u003c/p>\n\u003cp>SFMTA expects to award a contract by April 2026. The system will initially be deployed on two buses as a pilot, with deployment expanding to an additional 210 buses, pending SFMTA approval of the pilot.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency is also reserving the option to expand the system into its remaining 600-plus New Flyer buses, subject to city approval processes. The total estimated cost of the project is $15,639,776 for an initial three-year term, with an option for three additional one-year terms. $2.5 million in installation costs will be covered by a Caltrans grant, and citations generated by the program will pay for the remainder.\u003c/p>\n\u003cp>SFMTA says improvements to the city’s transportation network over the past decade, including transit-only lanes, have led to faster travel times and reduced traffic-related injuries. The agency also claims that transit-lane enforcement is effective in reducing violations, citing a statistic that 93% of vehicles cited for transit lane violations do not receive a second citation.\u003c/p>\n\u003cp>The program allows for warnings for first-time violations.\u003c/p>\n\u003cp>“While an initial increase in citations is expected, the long-term goal is a reduction in violations as awareness and compliance improve,” the report says.\u003c/p>\n\u003cp>The contract will require approval by the SFMTA Board and the city’s Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "video-appears-to-show-muni-driver-asleep-at-controls-during-frightening-september-incident",
"title": "Video Appears to Show MUNI Driver Asleep at Controls During ‘Frightening’ September Incident",
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"content": "\u003cp>Minutes before the \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">N Judah train barrelled through a stop\u003c/a> in September, rattling passengers and prompting \u003ca href=\"https://www.kqed.org/news/12058145/frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators\">a state investigation\u003c/a>, the driver was leaned back in the operator’s booth with her head down, snapping to attention after the train jolted passengers at top speed.\u003c/p>\n\u003cp>Seconds before the train began to take a series of curves at high speeds, causing commotion and knocking over riders, \u003ca href=\"https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\">video footage\u003c/a> obtained by KQED shows the operator appearing to drift off, her head falling forward. Minutes earlier, at a stop, she appeared leaned over, with her head resting on the control board.\u003c/p>\n\u003cp>The San Francisco Municipal Transit Agency said in a statement that it had confirmed that the error was a result of “operator fatigue.” It said it was “addressing the matter in accordance with internal protocols and the relevant contract, which included placing the operator on nondriving status.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Safety is always our top priority,” SFMTA Director Julie Kirschbaum said in a statement. “We are committed to accountability in response to this specific unacceptable incident and we are taking all necessary steps to keep Muni safe and reliable for all riders and the public.”\u003c/p>\n\u003cp>On Sept. 24, riders aboard the N Judah headed east had their usual morning commute upended after the train sped through its Duboce Ave. and Noe Street stop at the east end of the Sunset Tunnel, instead picking up speed and merging onto Duboce Avenue before halting abruptly about a half block later.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\u003c/p>\n\u003cp>Riders told KQED at the time that they were prepared to crash or derail as seconds seemed to pass without any effort to slow the vehicle down.\u003c/p>\n\u003cp>The video shows the train picking up significant speed in the tunnel, reaching 50 miles per hour just before it emerged. As its track veers right, passengers were jolted to the left. Some yelled out as the conductor appeared to come to attention and repeatedly press a button on the control board. Over the next few seconds, the train speed slows, dropping to about 25 miles per hour before it reaches the road and cuts off a car driving west.\u003c/p>\n\u003cp>Muni’s average speed is between \u003ca href=\"https://web.archive.org/web/20090205230220/http:/www.sfmta.com/cms/cmta/documents/MuniUniqueCostOpenEnv.pdf\">eight and 10 miles per hour\u003c/a>.[aside postID=news_12057465 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250325-ApartmentsonWestside-21-BL_qed.jpg']“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,” Jack Logar, who was on his way to work downtown, told KQED at the time. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>Once the vehicle comes to a stop in front of Duboce Park Cafe, video footage shows the operator enter the front car, saying repeatedly that the vehicle “wouldn’t stop” and that the “emergency brake wouldn’t even hit.”\u003c/p>\n\u003cp>“I’m sorry. Relax, relax, relax,” she says in the footage. Later, speaking to another Muni employee, she says she was trying to slow down the train as it was emerging from the tunnel, but that it continued to pick up speed.\u003c/p>\n\u003cp>Muni said shortly after the incident that its preliminary investigation found no issues with the train, first raising questions of human error. The agency confirmed Monday that the braking system performed as designed.\u003c/p>\n\u003cp>It also said it has reinforced existing training on watching for signs of fatigue, and was beginning to work with manufacturers or software that could limit speeds in specific locations.\u003c/p>\n\u003cp>“It’s really, really concerning,” Kenny Sandon, who was on board, said Monday. “I really hope this is like a smoking gun for Muni to take action and make sure this doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Minutes before the \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">N Judah train barrelled through a stop\u003c/a> in September, rattling passengers and prompting \u003ca href=\"https://www.kqed.org/news/12058145/frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators\">a state investigation\u003c/a>, the driver was leaned back in the operator’s booth with her head down, snapping to attention after the train jolted passengers at top speed.\u003c/p>\n\u003cp>Seconds before the train began to take a series of curves at high speeds, causing commotion and knocking over riders, \u003ca href=\"https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\">video footage\u003c/a> obtained by KQED shows the operator appearing to drift off, her head falling forward. Minutes earlier, at a stop, she appeared leaned over, with her head resting on the control board.\u003c/p>\n\u003cp>The San Francisco Municipal Transit Agency said in a statement that it had confirmed that the error was a result of “operator fatigue.” It said it was “addressing the matter in accordance with internal protocols and the relevant contract, which included placing the operator on nondriving status.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Safety is always our top priority,” SFMTA Director Julie Kirschbaum said in a statement. “We are committed to accountability in response to this specific unacceptable incident and we are taking all necessary steps to keep Muni safe and reliable for all riders and the public.”\u003c/p>\n\u003cp>On Sept. 24, riders aboard the N Judah headed east had their usual morning commute upended after the train sped through its Duboce Ave. and Noe Street stop at the east end of the Sunset Tunnel, instead picking up speed and merging onto Duboce Avenue before halting abruptly about a half block later.\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/edOHnZFP1yU'\n title='//www.youtube.com/embed/edOHnZFP1yU'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Riders told KQED at the time that they were prepared to crash or derail as seconds seemed to pass without any effort to slow the vehicle down.\u003c/p>\n\u003cp>The video shows the train picking up significant speed in the tunnel, reaching 50 miles per hour just before it emerged. As its track veers right, passengers were jolted to the left. Some yelled out as the conductor appeared to come to attention and repeatedly press a button on the control board. Over the next few seconds, the train speed slows, dropping to about 25 miles per hour before it reaches the road and cuts off a car driving west.\u003c/p>\n\u003cp>Muni’s average speed is between \u003ca href=\"https://web.archive.org/web/20090205230220/http:/www.sfmta.com/cms/cmta/documents/MuniUniqueCostOpenEnv.pdf\">eight and 10 miles per hour\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“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,” Jack Logar, who was on his way to work downtown, told KQED at the time. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>Once the vehicle comes to a stop in front of Duboce Park Cafe, video footage shows the operator enter the front car, saying repeatedly that the vehicle “wouldn’t stop” and that the “emergency brake wouldn’t even hit.”\u003c/p>\n\u003cp>“I’m sorry. Relax, relax, relax,” she says in the footage. Later, speaking to another Muni employee, she says she was trying to slow down the train as it was emerging from the tunnel, but that it continued to pick up speed.\u003c/p>\n\u003cp>Muni said shortly after the incident that its preliminary investigation found no issues with the train, first raising questions of human error. The agency confirmed Monday that the braking system performed as designed.\u003c/p>\n\u003cp>It also said it has reinforced existing training on watching for signs of fatigue, and was beginning to work with manufacturers or software that could limit speeds in specific locations.\u003c/p>\n\u003cp>“It’s really, really concerning,” Kenny Sandon, who was on board, said Monday. “I really hope this is like a smoking gun for Muni to take action and make sure this doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding",
"title": "Could Trump Funding Cuts Doom BART Extension?",
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"content": "\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.[aside postID=news_12059533 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg']The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Officials working on the BART extension through downtown San José are creating a backup plan in case federal funding is delayed or cut off. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"soldout": {
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"title": "SOLD OUT: Rethinking Housing in America",
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