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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 this month — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>“Next-generation Clipper” arrives Dec. 10, with 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>[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?\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>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>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>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 after next-generation Clipper launches on Dec. 10 — 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 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\u003ch2>Can I sign up for Clipper 2.0 early?\u003c/h2>\n\u003cp>Clipper 2.0 launches on Dec. 10, so no: you’ll have to wait until that day or after to sign up.\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 after Dec. 10 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>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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"excerpt": "Next generation Clipper, or Clipper 2.0, rolls out Dec. 10 with improved features like discounted transfers and instant fund availability. Here’s how to get set up. ",
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"title": "Clipper Cards Are Getting a Major Upgrade, With Big Perks for Riders | KQED",
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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 this month — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>“Next-generation Clipper” arrives Dec. 10, with 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>\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?\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>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>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>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 after next-generation Clipper launches on Dec. 10 — 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 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\u003ch2>Can I sign up for Clipper 2.0 early?\u003c/h2>\n\u003cp>Clipper 2.0 launches on Dec. 10, so no: you’ll have to wait until that day or after to sign up.\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 after Dec. 10 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>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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"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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"title": "San Francisco Completes Redesign of West Portal Station After Tragic 2024 Crash",
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"content": "\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.[aside postID=news_11992918 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg']Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> has taken a major step to clear the way for developers across the state to build new, taller apartments near\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> transit hubs\u003c/a>.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed legislation on Friday that would allow for the construction of denser multi-family housing in neighborhoods within a half-mile of bustling train and bus stops on major transit networks like BART, Caltrain or the L.A. Metro rail system, overriding local zoning laws. Buildings closest to the transit hubs could go up to nine stories.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://www.kqed.org/news/12042670/controversial-housing-near-transit-bill-advances-to-next-stop-in-legislature\">SB 79\u003c/a>, has been viewed as one of the most significant \u003ca href=\"https://www.kqed.org/housing\">housing bills in decades\u003c/a>. It’s state Sen. Scott Wiener’s \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">latest of several attempts\u003c/a> to spur new housing construction, a movement that has made \u003ca href=\"https://www.kqed.org/news/12057068/are-yimbys-winning-the-housing-debate\">political gains this year\u003c/a> — and, at the same time, to increase public transit’s revenue by drawing new ridership.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“SB 79 is a historic step toward tackling the root cause of California’s affordability crisis — our profound shortage of homes and too few people having access to transit,” Wiener, D-San Francisco, said in a statement.\u003c/p>\n\u003cp>The bill, which will apply only to eight urbanized California counties with 16 or more passenger rail stations, also allows zoning for five- to eight-story buildings adjacent to light rail lines, as well as daily trains and rapid bus transit or streets with dedicated bus lanes. It takes effect July 1, 2026, in San Francisco, San Mateo, Santa Clara, Alameda, Sacramento, Los Angeles, Orange and San Diego counties, absent cities’ alternative plans for transit-oriented upzoning.\u003c/p>\n\u003cfigure id=\"attachment_12010450\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010450\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener speaks at a press event in front of the SFUSD offices in San Francisco on Oct. 21, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It will also allow transit agencies to set their own zoning rules on properties they own adjacent to transit-oriented development.\u003c/p>\n\u003cp>Proponents argue that a shortage of affordable housing has ensnared the state in an unaffordability crisis, exacerbated by “permitting, rezoning, and public funding barriers to build” affordable housing in the state, according to Wiener.\u003c/p>\n\u003cp>“We have [now] undone decades of housing prohibitions in our cities near the transit stations that we’ve all paid for, and we’ll start to see hopefully soon a [return] to the way California was envisioning its growth when we built these transit stations,” said Matt Lewis, a spokesperson for California YIMBY, a group that advocates for accelerating housing development.\u003c/p>\n\u003cp>Cities must meet the housing targets outlined in the state’s \u003ca href=\"https://www.kqed.org/forum/2010101885996/california-cities-struggle-to-meet-new-housing-planning-guidelines\">Regional Housing Needs Assessment\u003c/a> to avoid lawsuits, losses in funding and other consequences, including what’s known as \u003ca href=\"https://www.kqed.org/news/11945744/california-building-boom-a-new-law-promised-big-but-has-yet-to-deliver-in-the-bay-area\">the “builder’s remedy,”\u003c/a> which allows developers to sidestep local zoning restrictions if the city is out of compliance with state housing law.[aside postID=news_12042670 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/008_KQED_Housing_Oakland_02212020_3485_qed-1020x680.jpg']Yet, how to achieve ambitious housing goals has caused controversy in a state where how and what to build is a touchy subject.\u003c/p>\n\u003cp>In San Francisco, city leaders are working on a plan to add more than 36,000 homes to the city’s west side and northern neighborhoods as part of\u003ca href=\"http://kqed.org/news/12057448/on-sfs-west-side-a-push-to-protect-historic-landmarks-amid-plans-for-more-housing\"> a new “family zoning” push\u003c/a> that would exempt these parts of the city from SB 79. If the Board of Supervisors doesn’t approve that plan by January, the state will start to impose fines and withhold critical funding for the city.\u003c/p>\n\u003cp>“There are real consequences if we fail to pass family zoning,” San Francisco Mayor Daniel Lurie said Friday in an \u003ca href=\"https://www.instagram.com/p/DPo2PTUEoEc/?hl=en\">Instagram post\u003c/a> about the carveouts in SB 79. “The state is ready with what they call the builder’s remedy, which means unlimited height and density on every block and stripping the city of all decision-making power on new projects.”\u003c/p>\n\u003cp>In discussions in the Capitol, equity groups \u003ca href=\"https://wclp.org/sb79-oppose-unless-amended-to-protect-housing-input-affordability/\">argued\u003c/a> that the bill does not enshrine affordability requirements for new housing. Los Angeles Mayor Karen Bass \u003ca href=\"https://laist.com/news/housing-homelessness/los-angeles-sb-79-map-neighborhoods-address-housing-california-bill-bass-newsom\">urged Newsom to veto the bill\u003c/a>, saying that it would “erode local control, diminish community input on planning and zoning and disproportionately impact low-resource neighborhoods.” And homeowner groups have said they \u003ca href=\"https://archive.ph/MIOix#selection-3119.0-3134.0\">fear\u003c/a> the bill will \u003ca href=\"https://www.nbcsandiego.com/news/local/people-take-to-the-streets-of-south-park-to-protest-california-housing-bill/3897316/\">affect\u003c/a> the character of their neighborhoods and price out small businesses.\u003c/p>\n\u003cp>However, the bill cleared political hurdles and narrowly passed both houses of the Legislature after adding provisions for labor unions, and by exempting areas that are already covered by local housing policy that promotes transit. That allowed it to avoid the fate of Wiener’s previous three attempts in the last seven years.\u003c/p>\n\u003cp>Newsom’s decision was highly anticipated for weeks. His signing represents a significant step in California’s housing experiment, alongside several other housing bills signed Friday — including one to slash red tape around converting office buildings into residences and multiple bills meant to streamline the construction of accessory dwelling units.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "SB 79 from San Francisco state Sen. Scott Wiener builds on years of advocacy to add more housing stock in California’s biggest metro areas, overriding local zoning laws. ",
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"title": "Newsom Signs Ambitious Bill to Boost Housing Density Near Public Transit | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> has taken a major step to clear the way for developers across the state to build new, taller apartments near\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> transit hubs\u003c/a>.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed legislation on Friday that would allow for the construction of denser multi-family housing in neighborhoods within a half-mile of bustling train and bus stops on major transit networks like BART, Caltrain or the L.A. Metro rail system, overriding local zoning laws. Buildings closest to the transit hubs could go up to nine stories.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://www.kqed.org/news/12042670/controversial-housing-near-transit-bill-advances-to-next-stop-in-legislature\">SB 79\u003c/a>, has been viewed as one of the most significant \u003ca href=\"https://www.kqed.org/housing\">housing bills in decades\u003c/a>. It’s state Sen. Scott Wiener’s \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">latest of several attempts\u003c/a> to spur new housing construction, a movement that has made \u003ca href=\"https://www.kqed.org/news/12057068/are-yimbys-winning-the-housing-debate\">political gains this year\u003c/a> — and, at the same time, to increase public transit’s revenue by drawing new ridership.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“SB 79 is a historic step toward tackling the root cause of California’s affordability crisis — our profound shortage of homes and too few people having access to transit,” Wiener, D-San Francisco, said in a statement.\u003c/p>\n\u003cp>The bill, which will apply only to eight urbanized California counties with 16 or more passenger rail stations, also allows zoning for five- to eight-story buildings adjacent to light rail lines, as well as daily trains and rapid bus transit or streets with dedicated bus lanes. It takes effect July 1, 2026, in San Francisco, San Mateo, Santa Clara, Alameda, Sacramento, Los Angeles, Orange and San Diego counties, absent cities’ alternative plans for transit-oriented upzoning.\u003c/p>\n\u003cfigure id=\"attachment_12010450\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010450\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener speaks at a press event in front of the SFUSD offices in San Francisco on Oct. 21, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It will also allow transit agencies to set their own zoning rules on properties they own adjacent to transit-oriented development.\u003c/p>\n\u003cp>Proponents argue that a shortage of affordable housing has ensnared the state in an unaffordability crisis, exacerbated by “permitting, rezoning, and public funding barriers to build” affordable housing in the state, according to Wiener.\u003c/p>\n\u003cp>“We have [now] undone decades of housing prohibitions in our cities near the transit stations that we’ve all paid for, and we’ll start to see hopefully soon a [return] to the way California was envisioning its growth when we built these transit stations,” said Matt Lewis, a spokesperson for California YIMBY, a group that advocates for accelerating housing development.\u003c/p>\n\u003cp>Cities must meet the housing targets outlined in the state’s \u003ca href=\"https://www.kqed.org/forum/2010101885996/california-cities-struggle-to-meet-new-housing-planning-guidelines\">Regional Housing Needs Assessment\u003c/a> to avoid lawsuits, losses in funding and other consequences, including what’s known as \u003ca href=\"https://www.kqed.org/news/11945744/california-building-boom-a-new-law-promised-big-but-has-yet-to-deliver-in-the-bay-area\">the “builder’s remedy,”\u003c/a> which allows developers to sidestep local zoning restrictions if the city is out of compliance with state housing law.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Yet, how to achieve ambitious housing goals has caused controversy in a state where how and what to build is a touchy subject.\u003c/p>\n\u003cp>In San Francisco, city leaders are working on a plan to add more than 36,000 homes to the city’s west side and northern neighborhoods as part of\u003ca href=\"http://kqed.org/news/12057448/on-sfs-west-side-a-push-to-protect-historic-landmarks-amid-plans-for-more-housing\"> a new “family zoning” push\u003c/a> that would exempt these parts of the city from SB 79. If the Board of Supervisors doesn’t approve that plan by January, the state will start to impose fines and withhold critical funding for the city.\u003c/p>\n\u003cp>“There are real consequences if we fail to pass family zoning,” San Francisco Mayor Daniel Lurie said Friday in an \u003ca href=\"https://www.instagram.com/p/DPo2PTUEoEc/?hl=en\">Instagram post\u003c/a> about the carveouts in SB 79. “The state is ready with what they call the builder’s remedy, which means unlimited height and density on every block and stripping the city of all decision-making power on new projects.”\u003c/p>\n\u003cp>In discussions in the Capitol, equity groups \u003ca href=\"https://wclp.org/sb79-oppose-unless-amended-to-protect-housing-input-affordability/\">argued\u003c/a> that the bill does not enshrine affordability requirements for new housing. Los Angeles Mayor Karen Bass \u003ca href=\"https://laist.com/news/housing-homelessness/los-angeles-sb-79-map-neighborhoods-address-housing-california-bill-bass-newsom\">urged Newsom to veto the bill\u003c/a>, saying that it would “erode local control, diminish community input on planning and zoning and disproportionately impact low-resource neighborhoods.” And homeowner groups have said they \u003ca href=\"https://archive.ph/MIOix#selection-3119.0-3134.0\">fear\u003c/a> the bill will \u003ca href=\"https://www.nbcsandiego.com/news/local/people-take-to-the-streets-of-south-park-to-protest-california-housing-bill/3897316/\">affect\u003c/a> the character of their neighborhoods and price out small businesses.\u003c/p>\n\u003cp>However, the bill cleared political hurdles and narrowly passed both houses of the Legislature after adding provisions for labor unions, and by exempting areas that are already covered by local housing policy that promotes transit. That allowed it to avoid the fate of Wiener’s previous three attempts in the last seven years.\u003c/p>\n\u003cp>Newsom’s decision was highly anticipated for weeks. His signing represents a significant step in California’s housing experiment, alongside several other housing bills signed Friday — including one to slash red tape around converting office buildings into residences and multiple bills meant to streamline the construction of accessory dwelling units.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators",
"title": "Frightening Incident on SF Muni Train Is Under Investigation by State Regulators",
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"headTitle": "Frightening Incident on SF Muni Train Is Under Investigation by State Regulators | KQED",
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"content": "\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.[aside postID=news_12057465 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250325-ApartmentsonWestside-21-BL_qed.jpg']“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The California Public Utilities Commission is looking into what caused a morning N Judah train to barrel through a planned stop last week, and it appears human error could be at fault.\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Audit Flags Overtime Costs, Weak Controls as Agency Spends $96 Million",
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"content": "\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.[aside postID=news_12052690 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 13
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"info": "Presented by KQED, KCRW and KPCC, and created and hosted by award-winning journalist Farai Chideya, Our Body Politic is unapologetically centered on reporting on not just how women of color experience the major political events of today, but how they’re impacting those very issues.",
"airtime": "SAT 6pm-7pm, SUN 1am-2am",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5zaW1wbGVjYXN0LmNvbS9feGFQaHMxcw",
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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