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"content": "\u003cp>Despite record-breaking ridership shuttling passengers to recent \u003ca href=\"https://www.kqed.org/news/tag/world-cup\">World Cup\u003c/a> matches, the Santa Clara Valley Transportation Authority (VTA) netted only about $1 per passenger, according to new data shared by the agency. \u003c/p>\n\n\n\n\u003cp>Officials announced last week that VTA transported nearly 230,000 passengers to and from Levi’s Stadium over the six matches that took place between mid-June and July 1, setting an all-time special event ridership record. But the estimated fare revenue was just over $238,000. \u003c/p>\n\n\n\n\u003cp>If all the fans taking those 230,000 trips paid a $2.50 single adult fare each time, VTA would have made an additional $336,000 — though that amount could have been diminished by senior and youth rider discounts, as well as free transfers, event promotions and other discounts.\u003c/p>\n\n\n\n\u003cp>San José Mayor Matt Mahan told KQED on Tuesday that “the agency needs to do better” in farebox recovery and fare enforcement. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED.jpg\" alt=\"\" class=\"wp-image-12083439\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Matt Mahan gives his opening speech at the World Cup flag-raising ceremony at San José City Hall in San José on May 12, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ I think this should be a wake-up call,” said Mahan, who has long been critical of VTA’s reliance on sales taxes, and not fares, to fund operations. “ The actual fare enforcement and the level of revenue collection could have and should have been better.”\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The revenue figures, requested by KQED, come as voters in Santa Clara County and four other counties in the Bay Area will be asked to approve an additional \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax\u003c/a> this November, in order to fund operations at VTA and other major Bay Area transit agencies, as the agencies struggle to overcome pandemic-related drops in revenue and ridership. \u003c/p>\n\n\n\n\u003cp>VTA is facing a nearly $900,000 budget deficit for the current fiscal year, which is projected to increase to $15 million by fiscal year 2027, and continue to worsen in the following years.\u003c/p>\n\n\n\n\n\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">group opposed\u003c/a> to the proposed tax launched its own counter campaign earlier this month, on a platform that Bay Area transit agencies should cut costs and spend the taxpayer money they already have before asking for more. \u003c/p>\n\n\n\n\u003cp>“ We are a public service, and we want to do whatever it takes to get people to where they need to go. That involves losing money sometimes,” said Stacey Hendler Ross, a spokesperson for VTA. \u003c/p>\n\n\n\n\u003cp>VTA has long relied primarily on revenue from sales taxes to fund its operations. Sales tax revenues currently account for over 86% of its operating budget revenue, while fares account for just over 5%, according to the agency’s latest biennial \u003ca href=\"https://www.vta.org/business-center/financial-investor-information#docaccess-16054ef2141c695ea60f614ff3470f474b1da1be4bfa5cbd538c8542b0880b7b\">budget\u003c/a>. \u003c/p>\n\n\n\n\u003cp>“ Unfortunately, fare recovery is not our big revenue, and we believe that we need to operate public transit anyway because it’s important enough to our community that they have repeatedly passed public tax measures to support it,” Hendler Ross said. \u003c/p>\n\n\n\n\u003cp>Mahan, who is also vice chairperson on the VTA Board of Directors, said beyond increasing fare enforcement, VTA should do a survey of fare collection enforcement and associated issues from other agencies around the country. Officials from BART have said installation of its next-generation \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">faregates\u003c/a>, completed last year, increased revenue by about $10 million annually through reduced fare evasion.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED.jpg\" alt=\"\" class=\"wp-image-12091989\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A bus drives by FIFA World Cup signage on June 12, 2026, in San José. (Emilee Chinn/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>VTA is a proof-of-payment system, which relies on riders to pay when they board, and on random checks by fare inspectors to enforce fare policy. Mahan said BART’s model isn’t necessarily replicable for the VTA’s light rail and buses, but the agency could improve fare collection by making paying for transit quicker, more intuitive and reliable. \u003c/p>\n\n\n\n\u003cp>“ I strongly push back on the logic that because we have public revenues, we shouldn’t take farebox recovery and revenue generation seriously,” Mahan said. \u003c/p>\n\n\n\n\u003cp>He added he thought it was also important to keep fares at a “reasonable level,” in order to keep them less expensive than the cost of owning a car in Santa Clara County. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12091977\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">U.S. national men’s team soccer fans walk toward the San Francisco Bay Area stadium for the FIFA World Cup game between the USA and Bosnia-Herzegovina in Santa Clara, California, on July 1, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Hendler Ross said VTA currently employs just six fare inspectors and has had a shortage of fare inspectors for “a long time.” She said the agency is currently training 10 transit security officers, whose responsibilities include checking fares, and plans to hire an additional nine to 10 officers sometime later this fall. \u003c/p>\n\n\n\n\u003cp>The proposed transit tax heading to the November ballot would help VTA offer better, more frequent service, she said, adding it would also help the “greater good.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ If I never drive on Highway 280, I’m still paying taxes that keep that road working,” she said. “You never know when someone’s gonna need to hop on public transit. So we’re talking about supporting the greater good, and that’s what this country has always been built on.”\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">group opposed\u003c/a> to the proposed tax launched its own counter campaign earlier this month, on a platform that Bay Area transit agencies should cut costs and spend the taxpayer money they already have before asking for more. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ We are a public service, and we want to do whatever it takes to get people to where they need to go. That involves losing money sometimes,” said Stacey Hendler Ross, a spokesperson for VTA. \u003c/p>\n",
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"innerHTML": "\n\u003cp>VTA has long relied primarily on revenue from sales taxes to fund its operations. Sales tax revenues currently account for over 86% of its operating budget revenue, while fares account for just over 5%, according to the agency’s latest biennial \u003ca href=\"https://www.vta.org/business-center/financial-investor-information#docaccess-16054ef2141c695ea60f614ff3470f474b1da1be4bfa5cbd538c8542b0880b7b\">budget\u003c/a>. \u003c/p>\n",
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"\n\u003cp>VTA has long relied primarily on revenue from sales taxes to fund its operations. Sales tax revenues currently account for over 86% of its operating budget revenue, while fares account for just over 5%, according to the agency’s latest biennial \u003ca href=\"https://www.vta.org/business-center/financial-investor-information#docaccess-16054ef2141c695ea60f614ff3470f474b1da1be4bfa5cbd538c8542b0880b7b\">budget\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ Unfortunately, fare recovery is not our big revenue, and we believe that we need to operate public transit anyway because it’s important enough to our community that they have repeatedly passed public tax measures to support it,” Hendler Ross said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Mahan, who is also vice chairperson on the VTA Board of Directors, said beyond increasing fare enforcement, VTA should do a survey of fare collection enforcement and associated issues from other agencies around the country. Officials from BART have said installation of its next-generation \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">faregates\u003c/a>, completed last year, increased revenue by about $10 million annually through reduced fare evasion.\u003c/p>\n",
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"\n\u003cp>Mahan, who is also vice chairperson on the VTA Board of Directors, said beyond increasing fare enforcement, VTA should do a survey of fare collection enforcement and associated issues from other agencies around the country. Officials from BART have said installation of its next-generation \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">faregates\u003c/a>, completed last year, increased revenue by about $10 million annually through reduced fare evasion.\u003c/p>\n"
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"innerHTML": "\n\u003cp>VTA is a proof-of-payment system, which relies on riders to pay when they board, and on random checks by fare inspectors to enforce fare policy. Mahan said BART’s model isn’t necessarily replicable for the VTA’s light rail and buses, but the agency could improve fare collection by making paying for transit quicker, more intuitive and reliable. \u003c/p>\n",
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"\n\u003cp>VTA is a proof-of-payment system, which relies on riders to pay when they board, and on random checks by fare inspectors to enforce fare policy. Mahan said BART’s model isn’t necessarily replicable for the VTA’s light rail and buses, but the agency could improve fare collection by making paying for transit quicker, more intuitive and reliable. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ I strongly push back on the logic that because we have public revenues, we shouldn’t take farebox recovery and revenue generation seriously,” Mahan said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>He added he thought it was also important to keep fares at a “reasonable level,” in order to keep them less expensive than the cost of owning a car in Santa Clara County. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Hendler Ross said VTA currently employs just six fare inspectors and has had a shortage of fare inspectors for “a long time.” She said the agency is currently training 10 transit security officers, whose responsibilities include checking fares, and plans to hire an additional nine to 10 officers sometime later this fall. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The proposed transit tax heading to the November ballot would help VTA offer better, more frequent service, she said, adding it would also help the “greater good.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ If I never drive on Highway 280, I’m still paying taxes that keep that road working,” she said. “You never know when someone’s gonna need to hop on public transit. So we’re talking about supporting the greater good, and that’s what this country has always been built on.”\u003c/p>\n",
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"excerpt": "VTA has long relied on sales taxes, not fares, to fund its operations. San José’s Mayor says this should be a wake-up call for the agency to generate more money from fares. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Despite record-breaking ridership shuttling passengers to recent \u003ca href=\"https://www.kqed.org/news/tag/world-cup\">World Cup\u003c/a> matches, the Santa Clara Valley Transportation Authority (VTA) netted only about $1 per passenger, according to new data shared by the agency. \u003c/p>\n\n\n\n\u003cp>Officials announced last week that VTA transported nearly 230,000 passengers to and from Levi’s Stadium over the six matches that took place between mid-June and July 1, setting an all-time special event ridership record. But the estimated fare revenue was just over $238,000. \u003c/p>\n\n\n\n\u003cp>If all the fans taking those 230,000 trips paid a $2.50 single adult fare each time, VTA would have made an additional $336,000 — though that amount could have been diminished by senior and youth rider discounts, as well as free transfers, event promotions and other discounts.\u003c/p>\n\n\n\n\u003cp>San José Mayor Matt Mahan told KQED on Tuesday that “the agency needs to do better” in farebox recovery and fare enforcement. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED.jpg\" alt=\"\" class=\"wp-image-12083439\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260512-WORLDCUPFLAG-TV-01469-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Matt Mahan gives his opening speech at the World Cup flag-raising ceremony at San José City Hall in San José on May 12, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ I think this should be a wake-up call,” said Mahan, who has long been critical of VTA’s reliance on sales taxes, and not fares, to fund operations. “ The actual fare enforcement and the level of revenue collection could have and should have been better.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The revenue figures, requested by KQED, come as voters in Santa Clara County and four other counties in the Bay Area will be asked to approve an additional \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax\u003c/a> this November, in order to fund operations at VTA and other major Bay Area transit agencies, as the agencies struggle to overcome pandemic-related drops in revenue and ridership. \u003c/p>\n\n\n\n\u003cp>VTA is facing a nearly $900,000 budget deficit for the current fiscal year, which is projected to increase to $15 million by fiscal year 2027, and continue to worsen in the following years.\u003c/p>\n\n\n\n\n\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">group opposed\u003c/a> to the proposed tax launched its own counter campaign earlier this month, on a platform that Bay Area transit agencies should cut costs and spend the taxpayer money they already have before asking for more. \u003c/p>\n\n\n\n\u003cp>“ We are a public service, and we want to do whatever it takes to get people to where they need to go. That involves losing money sometimes,” said Stacey Hendler Ross, a spokesperson for VTA. \u003c/p>\n\n\n\n\u003cp>VTA has long relied primarily on revenue from sales taxes to fund its operations. Sales tax revenues currently account for over 86% of its operating budget revenue, while fares account for just over 5%, according to the agency’s latest biennial \u003ca href=\"https://www.vta.org/business-center/financial-investor-information#docaccess-16054ef2141c695ea60f614ff3470f474b1da1be4bfa5cbd538c8542b0880b7b\">budget\u003c/a>. \u003c/p>\n\n\n\n\u003cp>“ Unfortunately, fare recovery is not our big revenue, and we believe that we need to operate public transit anyway because it’s important enough to our community that they have repeatedly passed public tax measures to support it,” Hendler Ross said. \u003c/p>\n\n\n\n\u003cp>Mahan, who is also vice chairperson on the VTA Board of Directors, said beyond increasing fare enforcement, VTA should do a survey of fare collection enforcement and associated issues from other agencies around the country. Officials from BART have said installation of its next-generation \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">faregates\u003c/a>, completed last year, increased revenue by about $10 million annually through reduced fare evasion.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED.jpg\" alt=\"\" class=\"wp-image-12091989\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/VTAWorldCupFares-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A bus drives by FIFA World Cup signage on June 12, 2026, in San José. (Emilee Chinn/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>VTA is a proof-of-payment system, which relies on riders to pay when they board, and on random checks by fare inspectors to enforce fare policy. Mahan said BART’s model isn’t necessarily replicable for the VTA’s light rail and buses, but the agency could improve fare collection by making paying for transit quicker, more intuitive and reliable. \u003c/p>\n\n\n\n\u003cp>“ I strongly push back on the logic that because we have public revenues, we shouldn’t take farebox recovery and revenue generation seriously,” Mahan said. \u003c/p>\n\n\n\n\u003cp>He added he thought it was also important to keep fares at a “reasonable level,” in order to keep them less expensive than the cost of owning a car in Santa Clara County. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12091977\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260701-WorldCupUSALevis-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">U.S. national men’s team soccer fans walk toward the San Francisco Bay Area stadium for the FIFA World Cup game between the USA and Bosnia-Herzegovina in Santa Clara, California, on July 1, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Hendler Ross said VTA currently employs just six fare inspectors and has had a shortage of fare inspectors for “a long time.” She said the agency is currently training 10 transit security officers, whose responsibilities include checking fares, and plans to hire an additional nine to 10 officers sometime later this fall. \u003c/p>\n\n\n\n\u003cp>The proposed transit tax heading to the November ballot would help VTA offer better, more frequent service, she said, adding it would also help the “greater good.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ If I never drive on Highway 280, I’m still paying taxes that keep that road working,” she said. “You never know when someone’s gonna need to hop on public transit. So we’re talking about supporting the greater good, and that’s what this country has always been built on.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "muni-music-turns-buses-and-trains-into-a-unique-musical-composition",
"title": "Muni Music Turns Buses and Trains Into a Unique Musical Composition",
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"headTitle": "Muni Music Turns Buses and Trains Into a Unique Musical Composition | KQED",
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"content": "\u003cp>In Robert Burns’ world, the Powell-Mason \u003ca href=\"https://www.kqed.org/news/tag/transportation\">Cable Car\u003c/a> is heralded by a flute and a tubular bell. The M-Ocean View carries a soft mallet and a sub bass. The N-Judah is a marimba and a bass pizzicato.\u003c/p>\n\u003cp>Taken altogether, the generative composition creates a lo-fi, sonic interpretation of the Bay Area’s most-ridden transit service, San Francisco’s Muni. And it’s available for anyone to listen to.\u003c/p>\n\u003cp>“ I thought to myself, what if I turned Muni into an instrument?” said Burns, creator of the site, \u003ca href=\"http://munimusic.com\">munimusic.com\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The site shows a map of San Francisco, and the real-time location of the more than 500 Muni trains, buses and cable cars that could be on the street at any one time. Each vehicle plays a unique pair of sounds based on its position and route and a chime when they arrive at a stop.\u003c/p>\n\u003cp>Visitors can watch and listen to Muni vehicles plug along in real time, hear when they arrive and revel in an ambient interpretation of public transit.\u003c/p>\n\u003cp>For Burns, an IT professional, and a more than 30-year San Franciscan and a Muni rider, the project is part tribute, part natural inclination to experiment with technology.\u003c/p>\n\u003cfigure id=\"attachment_12082038\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082038\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For fans of Muni, it’s the latest manifestation of local pride in the transit service that’s taken varied forms, from branded merchandise to trivia nights to riding routes for fun.\u003c/p>\n\u003cp>Burns used publicly available data to create the map and then made digital instruments to pair with the routes. He said he’s had the Muni Music domain since 2002, but only launched the website in April, after “many, many iterations.”\u003c/p>\n\u003cp>An initial version was rhythm-based and sounded more like a drum circle. And the sheer volume of Muni’s buses broke his browser. The site currently logs about five visits a week. “ If this actually becomes something that people used, I would be amazed,” Burns said.\u003c/p>\n\u003cp>Burns isn’t the first person to look at a transit map and think: Could this be music? Take \u003ca href=\"https://www.trainjazz.com/\">Train Jazz\u003c/a> — a similar website, created by a New York City resident, which turns that city’s transit agency into a jazz ensemble.[aside postID=news_12087114 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg']Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In Robert Burns’ world, the Powell-Mason \u003ca href=\"https://www.kqed.org/news/tag/transportation\">Cable Car\u003c/a> is heralded by a flute and a tubular bell. The M-Ocean View carries a soft mallet and a sub bass. The N-Judah is a marimba and a bass pizzicato.\u003c/p>\n\u003cp>Taken altogether, the generative composition creates a lo-fi, sonic interpretation of the Bay Area’s most-ridden transit service, San Francisco’s Muni. And it’s available for anyone to listen to.\u003c/p>\n\u003cp>“ I thought to myself, what if I turned Muni into an instrument?” said Burns, creator of the site, \u003ca href=\"http://munimusic.com\">munimusic.com\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The site shows a map of San Francisco, and the real-time location of the more than 500 Muni trains, buses and cable cars that could be on the street at any one time. Each vehicle plays a unique pair of sounds based on its position and route and a chime when they arrive at a stop.\u003c/p>\n\u003cp>Visitors can watch and listen to Muni vehicles plug along in real time, hear when they arrive and revel in an ambient interpretation of public transit.\u003c/p>\n\u003cp>For Burns, an IT professional, and a more than 30-year San Franciscan and a Muni rider, the project is part tribute, part natural inclination to experiment with technology.\u003c/p>\n\u003cfigure id=\"attachment_12082038\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082038\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For fans of Muni, it’s the latest manifestation of local pride in the transit service that’s taken varied forms, from branded merchandise to trivia nights to riding routes for fun.\u003c/p>\n\u003cp>Burns used publicly available data to create the map and then made digital instruments to pair with the routes. He said he’s had the Muni Music domain since 2002, but only launched the website in April, after “many, many iterations.”\u003c/p>\n\u003cp>An initial version was rhythm-based and sounded more like a drum circle. And the sheer volume of Muni’s buses broke his browser. The site currently logs about five visits a week. “ If this actually becomes something that people used, I would be amazed,” Burns said.\u003c/p>\n\u003cp>Burns isn’t the first person to look at a transit map and think: Could this be music? Take \u003ca href=\"https://www.trainjazz.com/\">Train Jazz\u003c/a> — a similar website, created by a New York City resident, which turns that city’s transit agency into a jazz ensemble.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "giants-pride-controversy-data-center-in-pittsburg-and-youth-backed-improvements-to-sf-bus-route",
"title": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route",
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"headTitle": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route | KQED",
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"content": "\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "San Francisco Will Vote on Muni’s Future in November",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.[aside postID=news_12084841 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00181_TV_qed.jpg']The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Stronger Muni For All campaign announced Tuesday that it had submitted enough valid signatures to qualify the parcel tax measure for the November ballot.",
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"title": "San Francisco Will Vote on Muni’s Future in November | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "yosemite-national-park-visitor-congestion-crowding-camping-reservations-where-to-visit-outside-yosemite-valley-yarts",
"title": "Worried About Yosemite Crowds? The Tips That Could Save Your Summer Trip",
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"headTitle": "Worried About Yosemite Crowds? The Tips That Could Save Your Summer Trip | KQED",
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"content": "\u003cp>If you have a trip to \u003ca href=\"https://www.kqed.org/news/tag/yosemite\">Yosemite National Park\u003c/a> planned this year, you might be watching recent headlines about crowding in the park with mounting concern for your own visit.\u003c/p>\n\u003cp>Yosemite’s summer season is already in full swing, \u003ca href=\"https://www.youtube.com/watch?v=NjfrmPiWvJ8\">as crowds descended on the popular valley trails\u003c/a> this Memorial Day, with some visitors \u003ca href=\"https://www.reddit.com/r/Yosemite/comments/1tmfn0t/parking_full_at_739am/\">reporting parking lots completely full each weekend morning.\u003c/a>\u003c/p>\n\u003cp>Videos captured by visitors of the popular Mist Trail show \u003ca href=\"https://www.tiktok.com/@trailblazingaby/video/7643941000976616735\">shoulder-to-shoulder lines\u003c/a> to see the park’s famous waterfalls at peak flow during the springtime. Other videos showed\u003ca href=\"https://www.tiktok.com/@ramireztreeservice512/video/7643256604854340877\"> long lines at park entrance gates\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Some advocacy groups, including the \u003ca href=\"https://protectnps.org/2026/05/26/national-parks-face-a-strained-summer-as-staffing-shortages-deepen/\">Coalition to Protect America’s National Parks\u003c/a>, blame the overcrowding on the \u003ca href=\"https://www.kqed.org/news/12074364/yosemite-national-park-no-reservations-2026-glacier-arches-timed-entry\">park’s decision to end its vehicle reservation system\u003c/a> this year — and continue to raise concerns about seasonal and full-time \u003ca href=\"https://www.kqed.org/news/12066741/a-morale-bomb-national-park-workers-face-wage-cuts-and-dubiously-legal-review-system\">staffing at parks\u003c/a>.\u003c/p>\n\u003cp>In response, a spokesperson from the National Park Service told KQED that high visitation and traffic delays during holiday weekends like Memorial Day are common and “not evidence of operational failure.”\u003c/p>\n\u003cp>Instead, “they reflect the reality of managing one of the nation’s most-visited national parks during peak demand,” the spokesperson said.\u003c/p>\n\u003cfigure id=\"attachment_12074513\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12074513\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Visitors hike the Mist Trail toward Vernal Falls on Aug. 31, 2025, in Yosemite National Park, California. \u003ccite>(Apu Gomes/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If Memorial Day is an indication of what’s to come, visitors to Yosemite over the next few months should expect similar wait times and crowds during peak days and times all summer long.\u003c/p>\n\u003cp>But if \u003cem>you \u003c/em>already have a Yosemite trip planned, luckily there are things you can do to — hopefully — make your visit as stress-free as possible.\u003c/p>\n\u003cp>We talked to the experts for their tips on visiting Yosemite this summer, and the ways you can try to avoid the now-inevitable crowds.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"#Gobybus\"> Go by bus\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"#Packyourownfood\"> Pack your own food\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"#Bringabike\"> Bring a bike\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>Consider your trip timing — and which entrance to use\u003c/h2>\n\u003cp>The key thing for any visitor planning on heading to Yosemite this summer is to be \u003cem>prepared \u003c/em>for the crowds, said Cory Goehring, a senior naturalist with the Yosemite Conservancy, the nonprofit organization that partners with the park on conservation and programs for visitors.\u003c/p>\n\u003cp>Being prepared means expecting delays and full parking lots at the park’s main attractions in Yosemite Valley, the iconic loop containing some of the park’s most famous landmarks like El Capitan, as well as hotels and visitor centers.\u003c/p>\n\u003cfigure id=\"attachment_12060163\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060163\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views over the Yosemite Valley floor at sunset. \u003ccite>(Matthew Micah Wright/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Haven’t actually planned your Yosemite trip yet? Try to pick off-peak times to visit, like mid-week when crowds will be significantly more scarce.\u003c/p>\n\u003cp>Goehring said his typical advice is to arrive early to beat the crowds, but he said so far this year, “we are starting to see lines start to form at 7 a.m.,” he said. “So people are hearing that advice and taking it.”\u003c/p>\n\u003cp>These days, he tells visitors to check their traffic and map apps to see how long the delay at the entry gate might be.\u003c/p>\n\u003cp>You can also try entering the park via a less-popular entrance, like Big Oak Flat, Hetch Hetchy or via Tioga Pass. But be aware: These entrances are multiple hours from one another and from Yosemite Valley, so be sure to double-check your destination and accommodation before taking the long way around.\u003c/p>\n\u003ch2>Look beyond Yosemite Valley\u003c/h2>\n\u003cp>Being realistic about visitor levels this summer means “it’s a good time to have a plan B,” Goehring said — and to be ready to explore further afield than the common tourist track.\u003c/p>\n\u003cp>“I know that everyone wants to come to Yosemite Valley,” he said. “But there’s still magic to be had outside of Yosemite Valley if you need to pivot because of the parking lots filling.”\u003c/p>\n\u003cp>The park is a huge 1,200 square miles, and you should take advantage of it, Goehring said. Attractions in the valley like Half Dome or El Cap will be slammed with visitors, so consider checking out less-trafficked — but often equally beautiful —areas like \u003ca href=\"https://www.nps.gov/yose/planyourvisit/hh.htm\">Hetch Hetchy\u003c/a> or \u003ca href=\"https://www.nps.gov/yose/learn/nature/tuolumne.htm\">Tuolumne Meadows\u003c/a> instead.\u003c/p>\n\u003cfigure id=\"attachment_12086278\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086278\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997.jpg\" alt=\"\" width=\"1980\" height=\"1343\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997-160x109.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997-1536x1042.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">The “Gateway” sign at Camp Mather points to the road to Hetch Hetchy reservoir on Oct. 28, 2021, in Yosemite National Park, California. \u003ccite>(George Rose/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And while, yes, the valley offers some of the park’s most stunning views, you should know: many of its trails are actually extremely steep and just as crowded.\u003c/p>\n\u003cp>Over the Memorial Day weekend, \u003ca href=\"https://www.tiktok.com/@trailblazingaby/video/7643941000976616735\">the popular Mist Trail in particular\u003c/a> saw a major traffic jam as visitors packed the popular day hike, which takes hikers up steep stone steps to views of Vernal and Nevada Falls.\u003c/p>\n\u003cp>Outside of the valley, Goehring suggested less crowded alternatives for hikes like:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.alltrails.com/trail/us/california/lyell-canyon--3\">Lyell Canyon\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.alltrails.com/trail/us/california/may-lake--7\">May Lake\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.yosemitehikes.com/glacier-point-road/mcgurk-meadow/mcgurk-meadow.htm\">McGurk Meadow\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Goehring also recommended finding \u003ca href=\"https://www.nps.gov/yose/planyourvisit/glacierhikes.htm\">day hikes off the Glacier Point Road like the Ostrander Trail\u003c/a>, which take hikers off the beaten path and deeper into the wild parts of the park.\u003c/p>\n\u003cp>“You can get some really nice, peaceful wilderness experiences by going on day hikes on some of those trails,” he said.\u003c/p>\n\u003ch2>\u003ca id=\"Gobybus\">\u003c/a>Leave your car behind\u003c/h2>\n\u003cp>If you don’t have a car — or just don’t want to brave the difficult parking situation inside the park — \u003ca href=\"https://www.yarts.com/\">you can take public transportation via YARTS\u003c/a> into Yosemite and take advantage of the many shuttle services once inside the park.\u003c/p>\n\u003cp>Mary-Michal Rawlings, public affairs manager for YARTS, said with Yosemite “such an iconic, pristine environment … we want to do our part to preserve it by keeping as many cars off the road as possible.”\u003c/p>\n\u003cp>“The park is just inundated with cars,” she said. “People aren’t parking appropriately, there are no parking spaces, and so obviously a big benefit to riding YARTS this year is that you don’t have to worry about that.”\u003c/p>\n\u003cfigure id=\"attachment_12086279\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086279\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People ride the shuttle in Yosemite National Park on Saturday, May 16, 2026 in Yosemite, California. The National Park Service announced it will be doing away with summer reservation requirements at several popular parks, including Yosemite, leading to a surge in crowds. \u003ccite>(Eric Thayer / Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As well as knowing you’re choosing a more environmentally conscious option for getting into and around Yosemite, using public transit like this also “just takes that stress of the trip away,” Rawlings said.\u003c/p>\n\u003cp>During the summer, YARTS has four lines that take riders into the park from all four of its entrances, both east and west of the Sierra Nevada.\u003c/p>\n\u003cp>There are stops at other iconic destinations and gateway towns along the way, like in June Lake and Lee Vining on the east side and Wawona and Mariposa to the west.\u003c/p>\n\u003cp>If you’re coming from the Merced area, \u003ca href=\"https://www.yarts.com/plan-your-trip/how-to-ride/\">YARTS offers free extended parking\u003c/a> at several locations in the city. There are also free Park & Ride facilities in Mariposa and Midpines.[aside postID=news_12047124 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Sonora-Pass-3-1-scaled.jpg']Or, if you’re coming from even farther away using public transit, YARTS offers connections to Greyhound and Amtrak and to cities like Sonora, Merced and Fresno, where you can continue your journey.\u003c/p>\n\u003cp>Just remember: YARTS is using the same roads as all those cars, and there are no special bus lanes approaching Yosemite or inside the park itself — so you still may experience some traffic and a wait to get through the entry gate.\u003c/p>\n\u003cp>But one big benefit of being on the bus instead of in your car, Rawlings said, is the bathroom: “There’s lavatories on board. So you’re not sitting in the middle of nowhere thinking, ‘Uh-oh, I’ve got to go to the bathroom, now what?’ You sit back in that relaxed, comfortable AC, you look out the window, and hopefully that takes the stress out of the journey.”\u003c/p>\n\u003cp>While YARTS sets aside half a bus’s tickets for walk-ons, Rawlings advises \u003ca href=\"https://tickets.yarts.com/\">making a reservation in advance\u003c/a> to secure your spot. \u003ca href=\"https://www.yarts.com/tickets-and-fares/\">Fares vary by starting and ending point\u003c/a>, but are generally anywhere from $10-$60 each way depending on the length of your trip.\u003c/p>\n\u003cp>Once inside the park, you can take the \u003ca href=\"https://www.nps.gov/yose/planyourvisit/publictransportation.htm\">Yosemite Valley Shuttle\u003c/a>, which has two different lines — one short and one long loop — and is completely free. There are also a number of shuttles and tour buses that can get you nearly anywhere you’d like to be in the park, including to Tuolumne Meadows, Glacier Point and Mariposa Grove.\u003c/p>\n\u003ch2>Snag an $8 Yosemite campsite by entering on public transit\u003c/h2>\n\u003cp>Camping in Yosemite is notoriously competitive, and reservations for the high season are booked up months in advance. But another benefit of using YARTS to enter: you get automatic access to the\u003ca href=\"https://www.nps.gov/yose/planyourvisit/bpcamp.htm\"> four backpackers campgrounds\u003c/a> throughout the park when you arrive, with no advance reservations required.\u003c/p>\n\u003cp>These campgrounds, which include locations in Yosemite Valley and Tuolumne Meadows, are typically set aside for people entering the park on foot or by bike.\u003c/p>\n\u003cfigure id=\"attachment_12086280\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086280\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People look for parking near Curry Village in Yosemite National Park on Saturday, May 16, 2026, in Yosemite, California. The National Park Service announced it will be doing away with summer reservation requirements at several popular parks, including Yosemite, leading to a surge in crowds. \u003ccite>(Eric Thayer/Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But users of public transportation like YARTS are \u003cem>also \u003c/em>allowed to stay in them for consecutive nights — so long as they don’t stay more than one night in any one campground.\u003c/p>\n\u003cp>Staying a night in one of these backpackers campgrounds costs $8 per person, and you can pay the fee using the Recreation.gov mobile app onsite, which will work without internet access if you’ve already downloaded it.\u003c/p>\n\u003cp>And you can bring all the gear you need for that overnight stay, too, Rawlings said.\u003c/p>\n\u003cp>While first-come, first-served, YARTS buses have a decent amount of capacity for gear and even space for a couple of larger pieces of equipment like bikes.\u003c/p>\n\u003ch2>\u003ca id=\"Packyourownfood\">\u003c/a>Bring your own food — but keep it safe\u003c/h2>\n\u003cp>It isn’t just the entrances and parking that attract long lines in the park. Yosemite Valley’s limited infrastructure, including its kiosks, cafes and restaurants, is also bound to be busy this summer.\u003c/p>\n\u003cp>One solution that will also help you avoid the high prices charged at these concessionaires: Pack your own food in a cooler for the day or weekend.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nps.gov/yose/planyourvisit/bears.htm\">But make sure you’re not just leaving your food outside at a campsite or in your car overnight\u003c/a>, since bears are notoriously determined to source a meal — and can even force their way into a locked vehicle.\u003c/p>\n\u003cfigure id=\"attachment_12002438\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12002438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bear wearing a tag and transmitter collar walks near a campground in Yosemite National Park. \u003ccite>(Apu Gomes/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goehring said all of the major trailheads and parking lots have bear storage lockers, so you can leave your food securely while you head out on any adventure.\u003c/p>\n\u003cp>But don’t forget: It’s not just food that you should be storing, Goehring said. Anything that’s scented — like chapstick, deodorant, or even empty coolers — should all be stored safely away from where bears can access them.\u003c/p>\n\u003cp>“If you have an empty cooler with no food in it, bears are really, really smart, so \u003ca href=\"https://www.kqed.org/news/12002429/california-camping-tahoe-yosemite-bears-safety-what-to-do-bear-spray\">they can recognize those\u003c/a>, so you definitely want to store those properly,” he said.\u003c/p>\n\u003ch2>\u003ca id=\"Bringabike\">\u003c/a>If you have to drive, use a bike (maybe even for free)\u003c/h2>\n\u003cp>You’ll have a much nicer time, Goehring said, if you can park your car at your campsite, accommodation or in another secure spot inside the park for the day.\u003c/p>\n\u003cp>From there, remember you can take the \u003ca href=\"https://www.nps.gov/yose/planyourvisit/publictransportation.htm\">Yosemite Valley Shuttle\u003c/a> — or one of those other shuttles and tour buses — around the park to your adventures each day, or you can simply ride a bike.\u003c/p>\n\u003cp>If you don’t have your own bike to bring,\u003ca href=\"https://www.travelyosemite.com/things-to-do/biking\"> there are several locations offering rental bikes around the park\u003c/a>, including Curry Village, Yosemite Village and the Yosemite Valley Lodge.\u003c/p>\n\u003cfigure id=\"attachment_12065956\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065956\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Souvenirs, books, hiking gear and other items line the shelves at the Welcome Center in Yosemite National Park on Oct. 27, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Yosemite Conservancy even has a \u003ca href=\"https://yosemite.org/yosemite-bike-share/\">free bicycle borrowing program. \u003c/a>Available from June through October in good weather from the Yosemite Village Day Use Parking Area and Camp 4, you can use the nonprofit’s bikes for up to two hours at a time in the valley.\u003c/p>\n\u003cp>To snag a free bike, download the \u003ca href=\"https://apps.apple.com/us/app/linka-go/id1300433189\">LINKA GO\u003c/a> app, create an account and scan the bike’s QR code to unlock it. Just be sure to obey traffic laws and remember to return it locked up to one of the two hubs, helmet and all.\u003c/p>\n\u003cp>“That is an awesome way to move around the valley and help reduce congestion,” Goehring said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Memorial Day weekend, with no reservation system, spelled long lines and no parking for the rest of the season. Here’s how to maximize your chances of still having a good time in the park this summer.",
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"title": "Worried About Yosemite Crowds? The Tips That Could Save Your Summer Trip | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you have a trip to \u003ca href=\"https://www.kqed.org/news/tag/yosemite\">Yosemite National Park\u003c/a> planned this year, you might be watching recent headlines about crowding in the park with mounting concern for your own visit.\u003c/p>\n\u003cp>Yosemite’s summer season is already in full swing, \u003ca href=\"https://www.youtube.com/watch?v=NjfrmPiWvJ8\">as crowds descended on the popular valley trails\u003c/a> this Memorial Day, with some visitors \u003ca href=\"https://www.reddit.com/r/Yosemite/comments/1tmfn0t/parking_full_at_739am/\">reporting parking lots completely full each weekend morning.\u003c/a>\u003c/p>\n\u003cp>Videos captured by visitors of the popular Mist Trail show \u003ca href=\"https://www.tiktok.com/@trailblazingaby/video/7643941000976616735\">shoulder-to-shoulder lines\u003c/a> to see the park’s famous waterfalls at peak flow during the springtime. Other videos showed\u003ca href=\"https://www.tiktok.com/@ramireztreeservice512/video/7643256604854340877\"> long lines at park entrance gates\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Some advocacy groups, including the \u003ca href=\"https://protectnps.org/2026/05/26/national-parks-face-a-strained-summer-as-staffing-shortages-deepen/\">Coalition to Protect America’s National Parks\u003c/a>, blame the overcrowding on the \u003ca href=\"https://www.kqed.org/news/12074364/yosemite-national-park-no-reservations-2026-glacier-arches-timed-entry\">park’s decision to end its vehicle reservation system\u003c/a> this year — and continue to raise concerns about seasonal and full-time \u003ca href=\"https://www.kqed.org/news/12066741/a-morale-bomb-national-park-workers-face-wage-cuts-and-dubiously-legal-review-system\">staffing at parks\u003c/a>.\u003c/p>\n\u003cp>In response, a spokesperson from the National Park Service told KQED that high visitation and traffic delays during holiday weekends like Memorial Day are common and “not evidence of operational failure.”\u003c/p>\n\u003cp>Instead, “they reflect the reality of managing one of the nation’s most-visited national parks during peak demand,” the spokesperson said.\u003c/p>\n\u003cfigure id=\"attachment_12074513\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12074513\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/YosemiteGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Visitors hike the Mist Trail toward Vernal Falls on Aug. 31, 2025, in Yosemite National Park, California. \u003ccite>(Apu Gomes/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If Memorial Day is an indication of what’s to come, visitors to Yosemite over the next few months should expect similar wait times and crowds during peak days and times all summer long.\u003c/p>\n\u003cp>But if \u003cem>you \u003c/em>already have a Yosemite trip planned, luckily there are things you can do to — hopefully — make your visit as stress-free as possible.\u003c/p>\n\u003cp>We talked to the experts for their tips on visiting Yosemite this summer, and the ways you can try to avoid the now-inevitable crowds.\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"#Gobybus\"> Go by bus\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"#Packyourownfood\"> Pack your own food\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"#Bringabike\"> Bring a bike\u003c/a>\u003c/li>\n\u003c/ul>\n\u003ch2>Consider your trip timing — and which entrance to use\u003c/h2>\n\u003cp>The key thing for any visitor planning on heading to Yosemite this summer is to be \u003cem>prepared \u003c/em>for the crowds, said Cory Goehring, a senior naturalist with the Yosemite Conservancy, the nonprofit organization that partners with the park on conservation and programs for visitors.\u003c/p>\n\u003cp>Being prepared means expecting delays and full parking lots at the park’s main attractions in Yosemite Valley, the iconic loop containing some of the park’s most famous landmarks like El Capitan, as well as hotels and visitor centers.\u003c/p>\n\u003cfigure id=\"attachment_12060163\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060163\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/YosemiteGetty3-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views over the Yosemite Valley floor at sunset. \u003ccite>(Matthew Micah Wright/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Haven’t actually planned your Yosemite trip yet? Try to pick off-peak times to visit, like mid-week when crowds will be significantly more scarce.\u003c/p>\n\u003cp>Goehring said his typical advice is to arrive early to beat the crowds, but he said so far this year, “we are starting to see lines start to form at 7 a.m.,” he said. “So people are hearing that advice and taking it.”\u003c/p>\n\u003cp>These days, he tells visitors to check their traffic and map apps to see how long the delay at the entry gate might be.\u003c/p>\n\u003cp>You can also try entering the park via a less-popular entrance, like Big Oak Flat, Hetch Hetchy or via Tioga Pass. But be aware: These entrances are multiple hours from one another and from Yosemite Valley, so be sure to double-check your destination and accommodation before taking the long way around.\u003c/p>\n\u003ch2>Look beyond Yosemite Valley\u003c/h2>\n\u003cp>Being realistic about visitor levels this summer means “it’s a good time to have a plan B,” Goehring said — and to be ready to explore further afield than the common tourist track.\u003c/p>\n\u003cp>“I know that everyone wants to come to Yosemite Valley,” he said. “But there’s still magic to be had outside of Yosemite Valley if you need to pivot because of the parking lots filling.”\u003c/p>\n\u003cp>The park is a huge 1,200 square miles, and you should take advantage of it, Goehring said. Attractions in the valley like Half Dome or El Cap will be slammed with visitors, so consider checking out less-trafficked — but often equally beautiful —areas like \u003ca href=\"https://www.nps.gov/yose/planyourvisit/hh.htm\">Hetch Hetchy\u003c/a> or \u003ca href=\"https://www.nps.gov/yose/learn/nature/tuolumne.htm\">Tuolumne Meadows\u003c/a> instead.\u003c/p>\n\u003cfigure id=\"attachment_12086278\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086278\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997.jpg\" alt=\"\" width=\"1980\" height=\"1343\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997-160x109.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1350909997-1536x1042.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">The “Gateway” sign at Camp Mather points to the road to Hetch Hetchy reservoir on Oct. 28, 2021, in Yosemite National Park, California. \u003ccite>(George Rose/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And while, yes, the valley offers some of the park’s most stunning views, you should know: many of its trails are actually extremely steep and just as crowded.\u003c/p>\n\u003cp>Over the Memorial Day weekend, \u003ca href=\"https://www.tiktok.com/@trailblazingaby/video/7643941000976616735\">the popular Mist Trail in particular\u003c/a> saw a major traffic jam as visitors packed the popular day hike, which takes hikers up steep stone steps to views of Vernal and Nevada Falls.\u003c/p>\n\u003cp>Outside of the valley, Goehring suggested less crowded alternatives for hikes like:\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.alltrails.com/trail/us/california/lyell-canyon--3\">Lyell Canyon\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.alltrails.com/trail/us/california/may-lake--7\">May Lake\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.yosemitehikes.com/glacier-point-road/mcgurk-meadow/mcgurk-meadow.htm\">McGurk Meadow\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>Goehring also recommended finding \u003ca href=\"https://www.nps.gov/yose/planyourvisit/glacierhikes.htm\">day hikes off the Glacier Point Road like the Ostrander Trail\u003c/a>, which take hikers off the beaten path and deeper into the wild parts of the park.\u003c/p>\n\u003cp>“You can get some really nice, peaceful wilderness experiences by going on day hikes on some of those trails,” he said.\u003c/p>\n\u003ch2>\u003ca id=\"Gobybus\">\u003c/a>Leave your car behind\u003c/h2>\n\u003cp>If you don’t have a car — or just don’t want to brave the difficult parking situation inside the park — \u003ca href=\"https://www.yarts.com/\">you can take public transportation via YARTS\u003c/a> into Yosemite and take advantage of the many shuttle services once inside the park.\u003c/p>\n\u003cp>Mary-Michal Rawlings, public affairs manager for YARTS, said with Yosemite “such an iconic, pristine environment … we want to do our part to preserve it by keeping as many cars off the road as possible.”\u003c/p>\n\u003cp>“The park is just inundated with cars,” she said. “People aren’t parking appropriately, there are no parking spaces, and so obviously a big benefit to riding YARTS this year is that you don’t have to worry about that.”\u003c/p>\n\u003cfigure id=\"attachment_12086279\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086279\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435266-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People ride the shuttle in Yosemite National Park on Saturday, May 16, 2026 in Yosemite, California. The National Park Service announced it will be doing away with summer reservation requirements at several popular parks, including Yosemite, leading to a surge in crowds. \u003ccite>(Eric Thayer / Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As well as knowing you’re choosing a more environmentally conscious option for getting into and around Yosemite, using public transit like this also “just takes that stress of the trip away,” Rawlings said.\u003c/p>\n\u003cp>During the summer, YARTS has four lines that take riders into the park from all four of its entrances, both east and west of the Sierra Nevada.\u003c/p>\n\u003cp>There are stops at other iconic destinations and gateway towns along the way, like in June Lake and Lee Vining on the east side and Wawona and Mariposa to the west.\u003c/p>\n\u003cp>If you’re coming from the Merced area, \u003ca href=\"https://www.yarts.com/plan-your-trip/how-to-ride/\">YARTS offers free extended parking\u003c/a> at several locations in the city. There are also free Park & Ride facilities in Mariposa and Midpines.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Or, if you’re coming from even farther away using public transit, YARTS offers connections to Greyhound and Amtrak and to cities like Sonora, Merced and Fresno, where you can continue your journey.\u003c/p>\n\u003cp>Just remember: YARTS is using the same roads as all those cars, and there are no special bus lanes approaching Yosemite or inside the park itself — so you still may experience some traffic and a wait to get through the entry gate.\u003c/p>\n\u003cp>But one big benefit of being on the bus instead of in your car, Rawlings said, is the bathroom: “There’s lavatories on board. So you’re not sitting in the middle of nowhere thinking, ‘Uh-oh, I’ve got to go to the bathroom, now what?’ You sit back in that relaxed, comfortable AC, you look out the window, and hopefully that takes the stress out of the journey.”\u003c/p>\n\u003cp>While YARTS sets aside half a bus’s tickets for walk-ons, Rawlings advises \u003ca href=\"https://tickets.yarts.com/\">making a reservation in advance\u003c/a> to secure your spot. \u003ca href=\"https://www.yarts.com/tickets-and-fares/\">Fares vary by starting and ending point\u003c/a>, but are generally anywhere from $10-$60 each way depending on the length of your trip.\u003c/p>\n\u003cp>Once inside the park, you can take the \u003ca href=\"https://www.nps.gov/yose/planyourvisit/publictransportation.htm\">Yosemite Valley Shuttle\u003c/a>, which has two different lines — one short and one long loop — and is completely free. There are also a number of shuttles and tour buses that can get you nearly anywhere you’d like to be in the park, including to Tuolumne Meadows, Glacier Point and Mariposa Grove.\u003c/p>\n\u003ch2>Snag an $8 Yosemite campsite by entering on public transit\u003c/h2>\n\u003cp>Camping in Yosemite is notoriously competitive, and reservations for the high season are booked up months in advance. But another benefit of using YARTS to enter: you get automatic access to the\u003ca href=\"https://www.nps.gov/yose/planyourvisit/bpcamp.htm\"> four backpackers campgrounds\u003c/a> throughout the park when you arrive, with no advance reservations required.\u003c/p>\n\u003cp>These campgrounds, which include locations in Yosemite Valley and Tuolumne Meadows, are typically set aside for people entering the park on foot or by bike.\u003c/p>\n\u003cfigure id=\"attachment_12086280\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086280\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2276435220-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People look for parking near Curry Village in Yosemite National Park on Saturday, May 16, 2026, in Yosemite, California. The National Park Service announced it will be doing away with summer reservation requirements at several popular parks, including Yosemite, leading to a surge in crowds. \u003ccite>(Eric Thayer/Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But users of public transportation like YARTS are \u003cem>also \u003c/em>allowed to stay in them for consecutive nights — so long as they don’t stay more than one night in any one campground.\u003c/p>\n\u003cp>Staying a night in one of these backpackers campgrounds costs $8 per person, and you can pay the fee using the Recreation.gov mobile app onsite, which will work without internet access if you’ve already downloaded it.\u003c/p>\n\u003cp>And you can bring all the gear you need for that overnight stay, too, Rawlings said.\u003c/p>\n\u003cp>While first-come, first-served, YARTS buses have a decent amount of capacity for gear and even space for a couple of larger pieces of equipment like bikes.\u003c/p>\n\u003ch2>\u003ca id=\"Packyourownfood\">\u003c/a>Bring your own food — but keep it safe\u003c/h2>\n\u003cp>It isn’t just the entrances and parking that attract long lines in the park. Yosemite Valley’s limited infrastructure, including its kiosks, cafes and restaurants, is also bound to be busy this summer.\u003c/p>\n\u003cp>One solution that will also help you avoid the high prices charged at these concessionaires: Pack your own food in a cooler for the day or weekend.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nps.gov/yose/planyourvisit/bears.htm\">But make sure you’re not just leaving your food outside at a campsite or in your car overnight\u003c/a>, since bears are notoriously determined to source a meal — and can even force their way into a locked vehicle.\u003c/p>\n\u003cfigure id=\"attachment_12002438\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12002438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/BearCollarCamp-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bear wearing a tag and transmitter collar walks near a campground in Yosemite National Park. \u003ccite>(Apu Gomes/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goehring said all of the major trailheads and parking lots have bear storage lockers, so you can leave your food securely while you head out on any adventure.\u003c/p>\n\u003cp>But don’t forget: It’s not just food that you should be storing, Goehring said. Anything that’s scented — like chapstick, deodorant, or even empty coolers — should all be stored safely away from where bears can access them.\u003c/p>\n\u003cp>“If you have an empty cooler with no food in it, bears are really, really smart, so \u003ca href=\"https://www.kqed.org/news/12002429/california-camping-tahoe-yosemite-bears-safety-what-to-do-bear-spray\">they can recognize those\u003c/a>, so you definitely want to store those properly,” he said.\u003c/p>\n\u003ch2>\u003ca id=\"Bringabike\">\u003c/a>If you have to drive, use a bike (maybe even for free)\u003c/h2>\n\u003cp>You’ll have a much nicer time, Goehring said, if you can park your car at your campsite, accommodation or in another secure spot inside the park for the day.\u003c/p>\n\u003cp>From there, remember you can take the \u003ca href=\"https://www.nps.gov/yose/planyourvisit/publictransportation.htm\">Yosemite Valley Shuttle\u003c/a> — or one of those other shuttles and tour buses — around the park to your adventures each day, or you can simply ride a bike.\u003c/p>\n\u003cp>If you don’t have your own bike to bring,\u003ca href=\"https://www.travelyosemite.com/things-to-do/biking\"> there are several locations offering rental bikes around the park\u003c/a>, including Curry Village, Yosemite Village and the Yosemite Valley Lodge.\u003c/p>\n\u003cfigure id=\"attachment_12065956\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065956\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251027-YosemiteShutdown-51-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Souvenirs, books, hiking gear and other items line the shelves at the Welcome Center in Yosemite National Park on Oct. 27, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Yosemite Conservancy even has a \u003ca href=\"https://yosemite.org/yosemite-bike-share/\">free bicycle borrowing program. \u003c/a>Available from June through October in good weather from the Yosemite Village Day Use Parking Area and Camp 4, you can use the nonprofit’s bikes for up to two hours at a time in the valley.\u003c/p>\n\u003cp>To snag a free bike, download the \u003ca href=\"https://apps.apple.com/us/app/linka-go/id1300433189\">LINKA GO\u003c/a> app, create an account and scan the bike’s QR code to unlock it. Just be sure to obey traffic laws and remember to return it locked up to one of the two hubs, helmet and all.\u003c/p>\n\u003cp>“That is an awesome way to move around the valley and help reduce congestion,” Goehring said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Early Returns Show Strong Support for SMART Tax Extension in Sonoma, Marin",
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"content": "\u003cp>Voters in Sonoma and Marin counties appeared to approve Measure B, a sales tax measure that would fund the Sonoma-Marin Rail Transit District, or SMART, for another 30 years.\u003c/p>\n\u003cp>The measure extends an existing one-quarter cent sales tax, which would have expired in 2029.\u003c/p>\n\u003cp>“It just feels really good that the community has put their trust in us,” Eddy Cumins, SMART’s general manager, said Tuesday night. “Five years ago, the community was very clear about what they wanted to see and I think that the SMART team has delivered that.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The yes vote comes just months before Bay Area voters will decide on \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">another sales tax measure\u003c/a> to fund BART, MUNI, AC Transit and other local transit systems.\u003c/p>\n\u003cp>North Bay voters approved the existing tax in 2008, which has paid for construction and operation of SMART trains.\u003c/p>\n\u003cp>Early returns on Tuesday showed 70% of Marin voters and 70% of Sonoma voters approved the measure.\u003c/p>\n\u003cp>Six years ago, a \u003ca href=\"https://www.kqed.org/news/11804544/smart-train-sales-tax-extension-headed-for-defeat-in-sonoma-and-marin\">similar measure failed\u003c/a>. Nearly half of Sonoma County voters — 49.8% — and 53.5% of Marin County voters supported it, but it fell short of the two-thirds threshold needed to pass. Experts attributed the defeat to SMART’s high operating costs and modest ridership.[aside label=\"Live 2026 Election Results\" link1='https://www.kqed.org/elections/results/marin,Marin County: Stay informed with the latest results for elected leaders and measures passed' hero=https://cdn.kqed.org/wp-content/uploads/sites/80/2026/05/Aside-Results-2026-Local-Elections-Marin-County-1200x1200@2x.png]“Victory for Measure B was a foregone conclusion because they raised and spent well over a million dollars — and we raised and spent zero,” Kingston Cole with the Coalition of Sensible Taxpayers said in an emailed statement. “It’s an extravagant waste of taxpayers’ money.”\u003c/p>\n\u003cp>But agency ridership data show more residents of Marin and Sonoma counties are using the train. In April, the agency celebrated the \u003ca href=\"https://us14.campaign-archive.com/?u=ef9652a97e0297d8fc5daff48&id=60c01491b3\">highest monthly ridership\u003c/a> in its history.\u003c/p>\n\u003cp>According to the \u003ca href=\"https://sonomamarintrain.org/sites/default/files/Documents/SMART%20Ridership%20Web%20Posting_4.26.pdf\">agency data\u003c/a>, ridership has rebounded since the pandemic, with more than 1 million customers using the rail last year, compared with 122,849 in 2021.\u003c/p>\n\u003cp>Earlier this year, SMART increased service by 19%, adding more frequent trains earlier in the morning and later in the evening.\u003c/p>\n\u003cp>The agency also coordinated with Golden Gate Transit and other regional transit providers to create a more seamless and frequent network of trains and buses.\u003c/p>\n\u003cp>“The North Bay loves SMART, and they showed their support big time by overwhelmingly passing Measure B,” state Sen. Mike McGuire, who represents Marin and Sonoma counties, said Tuesday night. “SMART is the backbone of public transit in Marin and Sonoma counties.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Sonoma and Marin County voters are supporting Measure B to extend a quarter-cent sales tax funding SMART rail for 30 years, ahead of upcoming Bay Area transit ballot measures.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Voters in Sonoma and Marin counties appeared to approve Measure B, a sales tax measure that would fund the Sonoma-Marin Rail Transit District, or SMART, for another 30 years.\u003c/p>\n\u003cp>The measure extends an existing one-quarter cent sales tax, which would have expired in 2029.\u003c/p>\n\u003cp>“It just feels really good that the community has put their trust in us,” Eddy Cumins, SMART’s general manager, said Tuesday night. “Five years ago, the community was very clear about what they wanted to see and I think that the SMART team has delivered that.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The yes vote comes just months before Bay Area voters will decide on \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">another sales tax measure\u003c/a> to fund BART, MUNI, AC Transit and other local transit systems.\u003c/p>\n\u003cp>North Bay voters approved the existing tax in 2008, which has paid for construction and operation of SMART trains.\u003c/p>\n\u003cp>Early returns on Tuesday showed 70% of Marin voters and 70% of Sonoma voters approved the measure.\u003c/p>\n\u003cp>Six years ago, a \u003ca href=\"https://www.kqed.org/news/11804544/smart-train-sales-tax-extension-headed-for-defeat-in-sonoma-and-marin\">similar measure failed\u003c/a>. Nearly half of Sonoma County voters — 49.8% — and 53.5% of Marin County voters supported it, but it fell short of the two-thirds threshold needed to pass. Experts attributed the defeat to SMART’s high operating costs and modest ridership.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Victory for Measure B was a foregone conclusion because they raised and spent well over a million dollars — and we raised and spent zero,” Kingston Cole with the Coalition of Sensible Taxpayers said in an emailed statement. “It’s an extravagant waste of taxpayers’ money.”\u003c/p>\n\u003cp>But agency ridership data show more residents of Marin and Sonoma counties are using the train. In April, the agency celebrated the \u003ca href=\"https://us14.campaign-archive.com/?u=ef9652a97e0297d8fc5daff48&id=60c01491b3\">highest monthly ridership\u003c/a> in its history.\u003c/p>\n\u003cp>According to the \u003ca href=\"https://sonomamarintrain.org/sites/default/files/Documents/SMART%20Ridership%20Web%20Posting_4.26.pdf\">agency data\u003c/a>, ridership has rebounded since the pandemic, with more than 1 million customers using the rail last year, compared with 122,849 in 2021.\u003c/p>\n\u003cp>Earlier this year, SMART increased service by 19%, adding more frequent trains earlier in the morning and later in the evening.\u003c/p>\n\u003cp>The agency also coordinated with Golden Gate Transit and other regional transit providers to create a more seamless and frequent network of trains and buses.\u003c/p>\n\u003cp>“The North Bay loves SMART, and they showed their support big time by overwhelmingly passing Measure B,” state Sen. Mike McGuire, who represents Marin and Sonoma counties, said Tuesday night. “SMART is the backbone of public transit in Marin and Sonoma counties.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In a controversial move, state regulators on Friday approved major changes to California’s cap-and-invest program at a lengthy board meeting that transpired over the course of two days.\u003c/p>\n\u003cp>The California Air Resources Board (CARB) voted to create a $4 billion fund for big polluters to invest in \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2026-04/nc-MDIF%20FAQ_April%202026.pdf\">decarbonization projects\u003c/a>. Climate, affordable housing and transit advocates, however, worry the move might mean significantly less money for their programs.\u003c/p>\n\u003cp>Gov. Gavin Newsom lauded the effort, saying it advances affordability while keeping the state on track to meet its climate targets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“California’s nation-leading cap-and-invest program has proven that we can cut pollution, create jobs, and invest in a cleaner future at the same time,” he wrote. “These are real results that Californians can see and feel.”\u003c/p>\n\u003cp>Regulators said they were doing their best to strike a balance that also keeps oil and gas companies viable.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>There is no direction to us, as an agency, to maximize one trade-off versus another,” said Rajinder Sahota, deputy executive officer for climate change and research at CARB. “What we’re trying to do is balance all of the pieces that we’re getting.”\u003c/p>\n\u003cfigure id=\"attachment_12053871\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A sign for a petroleum pipeline in Richmond on Aug. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The vote comes months after the board faced pressure from the oil and gas industry, which warned that compliance with current rules would drive them out of California and increase energy prices. The war in Iran has sent gas prices soaring to \u003ca href=\"https://gasprices.aaa.com/?state=CA\">over $6 a gallon\u003c/a> in California, and in the past six months, two \u003ca href=\"https://www.kqed.org/science/2000877/californias-fuel-fears-threaten-benicias-just-transition-to-green-economy\">refineries\u003c/a> have closed.\u003c/p>\n\u003cp>Meanwhile, climate, housing and transit advocates argued they also face an uncertain future with cuts from the \u003ca href=\"https://www.kqed.org/news/12073333/trump-scraps-a-cornerstone-climate-finding-as-california-prepares-for-court\">federal government\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12069177/newsoms-final-budget-disappoints-housing-homeless-advocates\">tightening state budgets\u003c/a>.\u003c/p>\n\u003cp>Adam Smith, with Southern California Edison, told regulators the proposal was the “most direct and substantial affordability action for electric customers this year and likely for years to come.”\u003c/p>\n\u003cp>“We think the overall proposal strikes the right balance between affordability and stringency to keep us on track for our shared climate goals,” he said.[aside postID=news_12037646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230928-EAGLE-ROCK-SETTLE-MD-09_qed.jpg']California’s \u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">cap-and-invest\u003c/a> program currently works similarly to a carbon tax: It sets a cap on the amount of greenhouse gases oil refineries, steel and paper factories, cement plants and other big polluters are allowed to emit. Every year, the cap lowers, helping the state meet its ambitious goal to reduce greenhouse gas emissions by \u003ca href=\"https://www.gov.ca.gov/2022/11/16/california-releases-worlds-first-plan-to-achieve-net-zero-carbon-pollution/\">40% below 1990 levels by 2030 and 85% below 1990 levels\u003c/a> by 2045.\u003c/p>\n\u003cp>Regulators issue credits, or allowances, to companies for every ton of greenhouse gases they emit. Allowances are then sold to companies at auctions held four times a year.\u003c/p>\n\u003cp>The revenue generated from those auctions goes into California’s Greenhouse Gas Reduction Fund (GGRF), which has collected more than $31 billion since its first auction in 2013.\u003c/p>\n\u003cp>In January, CARB proposed dramatically lowering the number of allowances so the state could stay on track to meet its climate goals by 2030. Fewer allowances would have theoretically resulted in higher prices at auctions and potentially more money for the GGRF.\u003c/p>\n\u003cp>But leaders from the oil and gas industry pushed back on that proposal, warning that cutting too much, too quickly would lead to higher prices for consumers, especially at a time of market volatility.\u003c/p>\n\u003cfigure id=\"attachment_12032370\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032370\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621.jpg\" alt=\"\" width=\"1440\" height=\"996\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-800x553.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-1020x706.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-160x111.jpg 160w\" sizes=\"auto, (max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">Contra Costa County Fire Department firefighters outside the Martinez Refining Company as smoke billows from the refinery on Feb. 2, 2025, in Martinez. \u003ccite>(Courtesy of Contra Costa County Fire Department)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In April, regulators returned with a new proposal to create a first-of-its-kind program called the \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2026-04/nc-MDIF%20FAQ_April%202026.pdf\">Manufacturing Decarbonization Incentive \u003c/a>(MDI), which would offer back those allowances if the polluting companies invest in decarbonization projects, such as replacing fossil-fuel-powered equipment with clean alternatives, working on carbon sequestration, methane reduction, and other projects.\u003c/p>\n\u003cp>But climate, affordable housing and transit advocates are skeptical as to whether those projects will truly materialize. They also worry that this new program could lower the value of allowances at auction, potentially resulting in less money for GGRF programs.\u003c/p>\n\u003cp>While the state’s high-speed rail program is the largest recipient of the current GGRF funds, 20% goes towards the Affordable Housing and Sustainable Communities (AHSC) program, which provides grants and loans for affordable housing projects near public transit.\u003c/p>\n\u003cp>During Thursday’s public comment period, which lasted eight hours, Natalie Spivak, an advocate with nonprofit Housing California, pointed out that the program is the state’s largest ongoing source of funding for affordable housing.\u003c/p>\n\u003cp>“AHSC has an incredible track record of producing over \u003ca href=\"https://sgc.ca.gov/newsroom/press-releases/2025/06-13/\">22,000 affordable homes\u003c/a>, creating jobs, and reducing greenhouse gas emissions,” she said. “Increasing allowances to oil and gas companies without any guarantee that consumer prices will fall is not the way to create affordability.”\u003c/p>\n\u003cp>Transit agencies voiced concerns, too. Fifteen percent of the GGRF goes towards a variety of public transit programs and agencies. According to officials from the San Francisco Municipal Transit Agency, it has received more than $600 million in cap-and-invest funding since 2015. That has gone into replacing light rail vehicles and improving transit service.\u003c/p>\n\u003cp>Beverly Greene, chief government affairs officer for the Santa Clara Valley Transportation Authority, said the change could eliminate funding to support construction of the \u003ca href=\"https://www.kqed.org/news/12053738/bart-slams-vta-for-cost-cutting-secrecy-in-12-7b-silicon-valley-extension\">BART Silicon Valley extension project\u003c/a>.\u003c/p>\n\u003cp>“We respectfully urge you to oppose the proposed program changes and instead protect the Greenhouse Gas Reduction Fund programs,” she said at the meeting.\u003c/p>\n\u003cp>But regulators pushed back, arguing that the new decarbonization program might not dramatically lower funds for the GGRF. They also argued that the legislature controls where those GGRF funds go, not them.\u003c/p>\n\u003cfigure id=\"attachment_12051898\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051898\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">An excavator operator moves material during early work on VTA’s BART to Silicon Valley Phase II Extension project at the West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Nothing that we’re doing here is setting the priority for how the legislature may decide to appropriate funds,” Sahota said.\u003c/p>\n\u003cp>Before voting on the measure, CARB members agreed to include an amendment requiring a vote to review the decarbonization projects before the allowances are issued to companies. Another amendment directed CARB staff to talk to the governor’s office about the importance of sustained funding for public transit and affordable housing programs.\u003c/p>\n\u003cp>Still, many are concerned about what the vote could mean for the future of funding for affordable housing, climate programs and transportation. Following the vote, San Francisco Mayor Daniel Lurie urged the board to reconsider.\u003c/p>\n\u003cp>“This decision puts our efforts to save transit, build affordable housing and drive our economic recovery at risk,” he said in an emailed statement. “Since that work helps achieve our emissions goals, those goals will be jeopardized, too.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a controversial move, state regulators on Friday approved major changes to California’s cap-and-invest program at a lengthy board meeting that transpired over the course of two days.\u003c/p>\n\u003cp>The California Air Resources Board (CARB) voted to create a $4 billion fund for big polluters to invest in \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2026-04/nc-MDIF%20FAQ_April%202026.pdf\">decarbonization projects\u003c/a>. Climate, affordable housing and transit advocates, however, worry the move might mean significantly less money for their programs.\u003c/p>\n\u003cp>Gov. Gavin Newsom lauded the effort, saying it advances affordability while keeping the state on track to meet its climate targets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“California’s nation-leading cap-and-invest program has proven that we can cut pollution, create jobs, and invest in a cleaner future at the same time,” he wrote. “These are real results that Californians can see and feel.”\u003c/p>\n\u003cp>Regulators said they were doing their best to strike a balance that also keeps oil and gas companies viable.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>There is no direction to us, as an agency, to maximize one trade-off versus another,” said Rajinder Sahota, deputy executive officer for climate change and research at CARB. “What we’re trying to do is balance all of the pieces that we’re getting.”\u003c/p>\n\u003cfigure id=\"attachment_12053871\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-03_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A sign for a petroleum pipeline in Richmond on Aug. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The vote comes months after the board faced pressure from the oil and gas industry, which warned that compliance with current rules would drive them out of California and increase energy prices. The war in Iran has sent gas prices soaring to \u003ca href=\"https://gasprices.aaa.com/?state=CA\">over $6 a gallon\u003c/a> in California, and in the past six months, two \u003ca href=\"https://www.kqed.org/science/2000877/californias-fuel-fears-threaten-benicias-just-transition-to-green-economy\">refineries\u003c/a> have closed.\u003c/p>\n\u003cp>Meanwhile, climate, housing and transit advocates argued they also face an uncertain future with cuts from the \u003ca href=\"https://www.kqed.org/news/12073333/trump-scraps-a-cornerstone-climate-finding-as-california-prepares-for-court\">federal government\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12069177/newsoms-final-budget-disappoints-housing-homeless-advocates\">tightening state budgets\u003c/a>.\u003c/p>\n\u003cp>Adam Smith, with Southern California Edison, told regulators the proposal was the “most direct and substantial affordability action for electric customers this year and likely for years to come.”\u003c/p>\n\u003cp>“We think the overall proposal strikes the right balance between affordability and stringency to keep us on track for our shared climate goals,” he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California’s \u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">cap-and-invest\u003c/a> program currently works similarly to a carbon tax: It sets a cap on the amount of greenhouse gases oil refineries, steel and paper factories, cement plants and other big polluters are allowed to emit. Every year, the cap lowers, helping the state meet its ambitious goal to reduce greenhouse gas emissions by \u003ca href=\"https://www.gov.ca.gov/2022/11/16/california-releases-worlds-first-plan-to-achieve-net-zero-carbon-pollution/\">40% below 1990 levels by 2030 and 85% below 1990 levels\u003c/a> by 2045.\u003c/p>\n\u003cp>Regulators issue credits, or allowances, to companies for every ton of greenhouse gases they emit. Allowances are then sold to companies at auctions held four times a year.\u003c/p>\n\u003cp>The revenue generated from those auctions goes into California’s Greenhouse Gas Reduction Fund (GGRF), which has collected more than $31 billion since its first auction in 2013.\u003c/p>\n\u003cp>In January, CARB proposed dramatically lowering the number of allowances so the state could stay on track to meet its climate goals by 2030. Fewer allowances would have theoretically resulted in higher prices at auctions and potentially more money for the GGRF.\u003c/p>\n\u003cp>But leaders from the oil and gas industry pushed back on that proposal, warning that cutting too much, too quickly would lead to higher prices for consumers, especially at a time of market volatility.\u003c/p>\n\u003cfigure id=\"attachment_12032370\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032370\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621.jpg\" alt=\"\" width=\"1440\" height=\"996\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-800x553.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-1020x706.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/475966196_17941090172958161_4612211217959910985_n-e1738464480621-160x111.jpg 160w\" sizes=\"auto, (max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">Contra Costa County Fire Department firefighters outside the Martinez Refining Company as smoke billows from the refinery on Feb. 2, 2025, in Martinez. \u003ccite>(Courtesy of Contra Costa County Fire Department)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In April, regulators returned with a new proposal to create a first-of-its-kind program called the \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2026-04/nc-MDIF%20FAQ_April%202026.pdf\">Manufacturing Decarbonization Incentive \u003c/a>(MDI), which would offer back those allowances if the polluting companies invest in decarbonization projects, such as replacing fossil-fuel-powered equipment with clean alternatives, working on carbon sequestration, methane reduction, and other projects.\u003c/p>\n\u003cp>But climate, affordable housing and transit advocates are skeptical as to whether those projects will truly materialize. They also worry that this new program could lower the value of allowances at auction, potentially resulting in less money for GGRF programs.\u003c/p>\n\u003cp>While the state’s high-speed rail program is the largest recipient of the current GGRF funds, 20% goes towards the Affordable Housing and Sustainable Communities (AHSC) program, which provides grants and loans for affordable housing projects near public transit.\u003c/p>\n\u003cp>During Thursday’s public comment period, which lasted eight hours, Natalie Spivak, an advocate with nonprofit Housing California, pointed out that the program is the state’s largest ongoing source of funding for affordable housing.\u003c/p>\n\u003cp>“AHSC has an incredible track record of producing over \u003ca href=\"https://sgc.ca.gov/newsroom/press-releases/2025/06-13/\">22,000 affordable homes\u003c/a>, creating jobs, and reducing greenhouse gas emissions,” she said. “Increasing allowances to oil and gas companies without any guarantee that consumer prices will fall is not the way to create affordability.”\u003c/p>\n\u003cp>Transit agencies voiced concerns, too. Fifteen percent of the GGRF goes towards a variety of public transit programs and agencies. According to officials from the San Francisco Municipal Transit Agency, it has received more than $600 million in cap-and-invest funding since 2015. That has gone into replacing light rail vehicles and improving transit service.\u003c/p>\n\u003cp>Beverly Greene, chief government affairs officer for the Santa Clara Valley Transportation Authority, said the change could eliminate funding to support construction of the \u003ca href=\"https://www.kqed.org/news/12053738/bart-slams-vta-for-cost-cutting-secrecy-in-12-7b-silicon-valley-extension\">BART Silicon Valley extension project\u003c/a>.\u003c/p>\n\u003cp>“We respectfully urge you to oppose the proposed program changes and instead protect the Greenhouse Gas Reduction Fund programs,” she said at the meeting.\u003c/p>\n\u003cp>But regulators pushed back, arguing that the new decarbonization program might not dramatically lower funds for the GGRF. They also argued that the legislature controls where those GGRF funds go, not them.\u003c/p>\n\u003cfigure id=\"attachment_12051898\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051898\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">An excavator operator moves material during early work on VTA’s BART to Silicon Valley Phase II Extension project at the West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Nothing that we’re doing here is setting the priority for how the legislature may decide to appropriate funds,” Sahota said.\u003c/p>\n\u003cp>Before voting on the measure, CARB members agreed to include an amendment requiring a vote to review the decarbonization projects before the allowances are issued to companies. Another amendment directed CARB staff to talk to the governor’s office about the importance of sustained funding for public transit and affordable housing programs.\u003c/p>\n\u003cp>Still, many are concerned about what the vote could mean for the future of funding for affordable housing, climate programs and transportation. Following the vote, San Francisco Mayor Daniel Lurie urged the board to reconsider.\u003c/p>\n\u003cp>“This decision puts our efforts to save transit, build affordable housing and drive our economic recovery at risk,” he said in an emailed statement. “Since that work helps achieve our emissions goals, those goals will be jeopardized, too.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal",
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"content": "\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.[aside postID=news_12081663 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg']When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.[aside postID=news_12074874 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-14-BL-KQED.jpg']“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "caltrans-explores-high-speed-buses-as-alternative-to-rail-in-california",
"title": "Caltrans Explores High-Speed Bus Network to Complement Rail System",
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"content": "\u003cp>While high-speed rail has long captured the imagination of road-weary \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> travelers, Caltrans is exploring the feasibility of a different mode of expedited travel: high-speed buses.\u003c/p>\n\u003cp>Caltrans staff on Wednesday shared research on how high-speed buses capable of traveling anywhere from 80 to 140 mph might operate safely if found feasible on California’s freeway system.\u003c/p>\n\u003cp>Ryan Snyder, feasibility studies manager at Caltrans, said the purpose of the presentation was to stimulate a public discussion about how to best use California’s existing freeway system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Are we using and managing this asset to its highest and best use? And if not, what could we do differently to meet today’s and tomorrow’s goals?” Snyder said, noting that if the freeway system were designed today, it would have been done “very differently.”\u003c/p>\n\u003cp>While the project is still in the research phase, and many questions remain about the significant engineering hurdles necessary to make the idea a reality, Caltrans staff said high-speed buses could transform long-distance travel with a faster, safer and more efficient mobility option for California.\u003c/p>\n\u003cp>The project envisions dedicated high-speed bus lanes, separated from other traffic, running down the middle of freeways and broken up by stations where passengers can get on and off. Snyder said initial designs could offer regional service along State Route 99, connecting communities like Bakersfield, Visalia and Fresno. Ideas for interregional service include using interstates 80, 5 and U.S. Route 101 to connect far-flung destinations like San Diego, Los Angeles and San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. Once leaving the station in downtown Fresno, high-speed rail passengers would zoom by on their way to Bakersfield, the next stop in the Central Valley. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 100 mph, a high-speed bus trip from Los Angeles to San Francisco would take 3 hours and 50 minutes, Snyder said, shaving hours off current travel times by a personal vehicle.\u003c/p>\n\u003cp>Far from replacing California’s high-speed rail, Snyder said high-speed buses could complement and improve the value of the section of high-speed rail currently under construction from Merced to Bakersfield while the state works on securing funding to construct the rest of the proposed system from San Francisco to Los Angeles.\u003c/p>\n\u003cp>“ This could connect on the south end and could connect on the north end so that high-speed rail has more value than it would if it were just a disconnected segment of rail,” Snyder said.[aside postID=news_12082380 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/023_KQED_SanFrancisco_Coronavirus_03132020__qed.jpg']The research takes inspiration from Adelaide, Australia’s O-Bahn guided busway, where buses reach speeds of 62 mph along a 7-mile dedicated path. But according to a preliminary \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/preliminary-investigations/pi-0399-bus-pi-r1-1-a11y-1.pdf\">investigation\u003c/a> authored by Snyder in 2025, a significant obstacle is the lack of real-world examples of a high-speed bus system like the one envisioned by Caltrans.\u003c/p>\n\u003cp>“ High-speed buses could one day provide a speed advantage at a lower cost using existing freeway corridors once the technology is ready,” said Mehdi Moeinaddini, senior transportation planner at Caltrans. “But for now, trains and other established options remain more practical, and the right choice will depend on future economic analysis and the needs of each corridor.”\u003c/p>\n\u003cp>Moeinaddini said what fuel powers the buses — whether electric, hydrogen fuel cell, natural gas or something else — will depend on future innovations in the field.\u003c/p>\n\u003cp>Next steps include further research and testing on the design of buses, including aerodynamics, improved braking systems and other considerations to make the buses safer at such high speeds.\u003c/p>\n\u003cp>The research project has been submitted and is awaiting funding, according to Tori Kanzler, Chief of Caltrans Research Program Development Branch.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>While high-speed rail has long captured the imagination of road-weary \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> travelers, Caltrans is exploring the feasibility of a different mode of expedited travel: high-speed buses.\u003c/p>\n\u003cp>Caltrans staff on Wednesday shared research on how high-speed buses capable of traveling anywhere from 80 to 140 mph might operate safely if found feasible on California’s freeway system.\u003c/p>\n\u003cp>Ryan Snyder, feasibility studies manager at Caltrans, said the purpose of the presentation was to stimulate a public discussion about how to best use California’s existing freeway system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Are we using and managing this asset to its highest and best use? And if not, what could we do differently to meet today’s and tomorrow’s goals?” Snyder said, noting that if the freeway system were designed today, it would have been done “very differently.”\u003c/p>\n\u003cp>While the project is still in the research phase, and many questions remain about the significant engineering hurdles necessary to make the idea a reality, Caltrans staff said high-speed buses could transform long-distance travel with a faster, safer and more efficient mobility option for California.\u003c/p>\n\u003cp>The project envisions dedicated high-speed bus lanes, separated from other traffic, running down the middle of freeways and broken up by stations where passengers can get on and off. Snyder said initial designs could offer regional service along State Route 99, connecting communities like Bakersfield, Visalia and Fresno. Ideas for interregional service include using interstates 80, 5 and U.S. Route 101 to connect far-flung destinations like San Diego, Los Angeles and San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. Once leaving the station in downtown Fresno, high-speed rail passengers would zoom by on their way to Bakersfield, the next stop in the Central Valley. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 100 mph, a high-speed bus trip from Los Angeles to San Francisco would take 3 hours and 50 minutes, Snyder said, shaving hours off current travel times by a personal vehicle.\u003c/p>\n\u003cp>Far from replacing California’s high-speed rail, Snyder said high-speed buses could complement and improve the value of the section of high-speed rail currently under construction from Merced to Bakersfield while the state works on securing funding to construct the rest of the proposed system from San Francisco to Los Angeles.\u003c/p>\n\u003cp>“ This could connect on the south end and could connect on the north end so that high-speed rail has more value than it would if it were just a disconnected segment of rail,” Snyder said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The research takes inspiration from Adelaide, Australia’s O-Bahn guided busway, where buses reach speeds of 62 mph along a 7-mile dedicated path. But according to a preliminary \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/preliminary-investigations/pi-0399-bus-pi-r1-1-a11y-1.pdf\">investigation\u003c/a> authored by Snyder in 2025, a significant obstacle is the lack of real-world examples of a high-speed bus system like the one envisioned by Caltrans.\u003c/p>\n\u003cp>“ High-speed buses could one day provide a speed advantage at a lower cost using existing freeway corridors once the technology is ready,” said Mehdi Moeinaddini, senior transportation planner at Caltrans. “But for now, trains and other established options remain more practical, and the right choice will depend on future economic analysis and the needs of each corridor.”\u003c/p>\n\u003cp>Moeinaddini said what fuel powers the buses — whether electric, hydrogen fuel cell, natural gas or something else — will depend on future innovations in the field.\u003c/p>\n\u003cp>Next steps include further research and testing on the design of buses, including aerodynamics, improved braking systems and other considerations to make the buses safer at such high speeds.\u003c/p>\n\u003cp>The research project has been submitted and is awaiting funding, according to Tori Kanzler, Chief of Caltrans Research Program Development Branch.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bts-stanford-stadium-arirang-tickets-2026-bag-policy-setlist-parking-guide",
"title": "Seeing BTS at the Stanford Stadium This Weekend? From Bag Policy to Parking, What to Know",
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"headTitle": "Seeing BTS at the Stanford Stadium This Weekend? From Bag Policy to Parking, What to Know | KQED",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/12082588/bts-stanford-may-2026-stadium-army-kpop-things-to-do-bay-area-peninsula\">BTS is returning to the Bay Area\u003c/a> for the first time as a group in eight years for their \u003cem>Arirang \u003c/em>World Tour — and they’re stopping at the Stanford Stadium on Saturday, Sunday and Tuesday.\u003c/p>\n\u003cp>“It’s been such a buildup,” said KQED’s resident BTS expert, the \u003cem>California Report Magazine’s\u003c/em> producer \u003ca href=\"https://www.kqed.org/author/sracho\">Suzie Racho\u003c/a>\u003cem>.\u003c/em> “They’re really making a concerted effort to get to as many fans as possible.”\u003c/p>\n\u003cp>The anticipation is high as fans like Racho — also known as BTS ARMY — have been eagerly waiting for the group’s return since the hiatus in 2022, where members spent time fulfilling their mandatory service in the Korean military and pursuing their solo projects.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And for a group that is performing elsewhere at some of \u003ca href=\"https://ibighit.com/en/bts/tour/\">the biggest stadiums in the world\u003c/a>, some may be a little surprised that BTS’s Bay Area shows are at Stanford Stadium, the university’s football stadium near Palo Alto. But Racho said she’s hopeful she is a chance that the venue may actually help fans “experience it a little bit more immersively.”\u003c/p>\n\u003cp>This will be the second-ever touring concert engagement hosted at Stanford, one year after Coldplay played two sold-out shows here. And when it comes to the imminent BTS concerts, “there’s a pride of place — that this is happening here,” said Stanford Live director Iris Nemani.\u003c/p>\n\u003cfigure id=\"attachment_12082662\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082662\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189.jpg\" alt=\"\" width=\"1980\" height=\"1329\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189-1536x1031.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A fan of Korean boy band BTS poses for a photo in front of a poster at Tokyo Dome before the start of the first BTS World Tour “Arirang” in Tokyo on April 17, 2026. \u003ccite>(Andrew Caballero-Reynolds/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not going to become a stadium venue that’s going to do 100 concerts a year,” Nemani said, “but when we have very special artists like BTS … the university has decided to say yes.”\u003c/p>\n\u003cp>So if you have tickets to one of the three Stanford shows on May 16, 17 or 19, we’ve compiled this guide on everything you need to know about seeing BTS next week, from parking to bag policy to public transportation and more.\u003c/p>\n\u003cp>And if you’re looking for themed things to do in the Bay Area before the BTS shows, take a look at \u003ca href=\"https://www.kqed.org/news/12082588/bts-stanford-may-2026-stadium-army-kpop-things-to-do-bay-area-peninsula\">our recommendations for K-Pop inspired stories, events and parties happening this weekend.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#CanIstillgetticketsforBTSsStanfordshows\">Can I still get tickets for BTS’s Stanford shows?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatisthebagpolicyforStanfordStadium\">What is the bag policy for Stanford Stadium?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What time are the BTS shows at Stanford?\u003c/h2>\n\u003cp>The BTS shows are scheduled to \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-19-2026/event/1C006435858268EC?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">start at 7 p.m.\u003c/a> for all three nights.\u003c/p>\n\u003cp>Gates will \u003ca href=\"https://gostanford.com/bt\">open at 4:30 p.m.\u003c/a>\u003cu>,\u003c/u> with public entrances at Stanford Stadium’s Gates 2, 4, 5, 10 and 12. If you leave the venue, you cannot reenter.\u003c/p>\n\u003cfigure id=\"attachment_12083385\" class=\"wp-caption aligncenter\" style=\"max-width: 1435px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap.jpg\" alt=\"\" width=\"1435\" height=\"857\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap.jpg 1435w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap-160x96.jpg 160w\" sizes=\"auto, (max-width: 1435px) 100vw, 1435px\">\u003cfigcaption class=\"wp-caption-text\">A map of Stanford Stadium. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While some BTS concerts have started late in other cities, it is worth noting that Stanford has a \u003ca href=\"https://gostanford.com/coldplay\">strict sound curfew at 10 p.m.\u003c/a> All in all, it might be reasonable to expect these shows to start on time.\u003c/p>\n\u003ch2>\u003ca id=\"WhatisthebagpolicyforStanfordStadium\">\u003c/a>What is the bag policy for the BTS shows at Stanford?\u003c/h2>\n\u003cp>Bags that are \u003ca href=\"https://gostanford.com/stanford-athletics-fan-policies\">allowed at Stanford Stadium\u003c/a> include:\u003c/p>\n\u003cul>\n\u003cli>Clear plastic, vinyl, or PVC bags that do not exceed 12″x6″x12″\u003c/li>\n\u003cli>Small clutch bags or purses no larger than 4.5” x 6.5” x 2” (with or without a handle or strap), in addition to a clear bag\u003c/li>\n\u003cli>Non-clear “\u003ca href=\"https://gostanford.com/bts#bags\">medically necessary” bags\u003c/a>, including diaper bags — although these will be subjected to additional screening\u003c/li>\n\u003c/ul>\n\u003cp>Backpacks are not permitted, including those \u003ca href=\"https://gostanford.com/bts#bags\">sold at the Official BTS Merchandise stands.\u003c/a> There \u003ca href=\"https://gostanford.com/bts#bags\">are three bag checks\u003c/a> located near Gate 10, inside the main entrance of Sunken Diamond and the main entrance of Cobb Track and Angell Field.\u003c/p>\n\u003cp>Items that are allowed at Stanford Stadium include:\u003c/p>\n\u003cul>\n\u003cli>BTS Official Light sticks with batteries\u003c/li>\n\u003cli>Blankets\u003c/li>\n\u003cli>Sealed or empty soft plastic bottles smaller than 20 oz\u003c/li>\n\u003cli>Plush toys\u003c/li>\n\u003cli>Small, portable phone chargers, handheld fans and neck fans\u003c/li>\n\u003cli>Keychains\u003c/li>\n\u003cli>Liquid sunscreen\u003c/li>\n\u003cli>Non-professional still cameras \u003ca href=\"https://gostanford.com/bts\">(disposable, Polaroid, lenses less than 6” in length)\u003c/a> for personal use\u003c/li>\n\u003cli>Signs smaller than 11”x15” (but be nice to your fellow fans and try not to wave your sign throughout the entire concert – you’ll block their view)\u003c/li>\n\u003cli>Seat cushions \u003ca href=\"https://gostanford.com/coldplay\">smaller than 18″\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://gostanford.com/bts#bags\">Items that are \u003cem>not\u003c/em> allowed\u003c/a> at Stanford Stadium include:\u003c/p>\n\u003cul>\n\u003cli>Balls, frisbees, whole fruit (seriously) or “other potential projectiles,” according to Stanford\u003c/li>\n\u003cli>Bicycles, skates, scooters, or skateboards\u003c/li>\n\u003cli>Hard plastic, glass, ceramic or metal bottles\u003c/li>\n\u003cli>Chairs (unless ADA compliant)\u003c/li>\n\u003cli>Horns or artificial noisemakers\u003c/li>\n\u003cli>Laser lights, strobes and flashlights\u003c/li>\n\u003cli>Open umbrellas\u003c/li>\n\u003cli>Poles, selfie-sticks, GoPros, monopods and tripods\u003c/li>\n\u003cli>Flags\u003c/li>\n\u003cli>Strollers (unless ADA compliant)\u003c/li>\n\u003c/ul>\n\u003ch2>What if it rains during the BTS concert in this outdoor stadium?\u003c/h2>\n\u003cp>Stanford’s Nemani confirmed the BTS show will go on in this outdoor stadium, rain or shine.\u003c/p>\n\u003cp>Be sure to keep \u003ca href=\"https://forecast.weather.gov/MapClick.php?lat=37.417&lon=-122.1477\">an eye out for the weather in the coming days\u003c/a>. If you are not local to the area, keep in mind that the Bay Area can get deceptively cold at night.\u003c/p>\n\u003ch2>Should I have cash on hand at the BTS concert?\u003c/h2>\n\u003cp>Stanford Stadium is a cashless venue, so you need a debit card, credit card or mobile wallet like Apple Pay.\u003c/p>\n\u003ch2>How do I know I have a good seat at Stanford Stadium?\u003c/h2>\n\u003cp>You can check out \u003ca href=\"https://preview.3ddigitalvenue.com/stanford-stadium-football\">a 3-D rendering\u003c/a> of Stanford Stadium on the university’s website. But the \u003cem>Arirang \u003c/em>tour is performed in the round, on a 360-degree stage, making it even easier for fans to actually see the BTS members.\u003c/p>\n\u003ch2>What will the setlist be for BTS’s Stanford shows?\u003c/h2>\n\u003cp>If you don’t mind spoilers, \u003cem>Billboard\u003c/em> has \u003ca href=\"https://www.billboard.com/lists/bts-setlist-every-song-arirang-tour-tampa/?link_source=ta_thread_link&taid=69ede39154073e0001f57435&utm_campaign=trueanthem&utm_medium=social&utm_source=threads.net\">the tour’s setlist from Tampa, Florida\u003c/a>, which includes some of their big hits like “Fake Love” and “Butter.”\u003c/p>\n\u003ch2>What should I know about parking at Stanford for the BTS show?\u003c/h2>\n\u003cp>Keitch Juricich, from the Stanford Athletics Operations and Events team, said the University has been working with the city on traffic flows and parking — and that more staffing will be available on BTS concert nights, “to make sure that we are moving people as quickly as we possibly can.”\u003c/p>\n\u003cp>You can buy \u003ca href=\"https://tickets.gostanford.com/p/parking-for-bts-arirang-in-stanford\">parking passes, including ADA parking passes\u003c/a>, on the Stanford website. According to Stanford\u003cu>,\u003c/u> these \u003ca href=\"https://tickets.gostanford.com/p/parking-for-bts-arirang-in-stanford\">passes must be purchased\u003c/a> by 12 a.m. on the day of the event. You will need to create an account on the Stanford website, and you can buy up to four passes.\u003c/p>\n\u003cp>Parking lots will be open at 1:30 p.m. on show days.\u003c/p>\n\u003cfigure id=\"attachment_12082781\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082781\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342.jpg\" alt=\"\" width=\"1980\" height=\"1276\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342-1536x990.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Fans await the BTS concert as part of the “Love Yourself” North American Tour at Staples Center on Sept. 9, 2018, in Los Angeles, California. \u003ccite>(Andrew Caballero-Reynolds/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If these passes are sold out, you can try your luck with \u003ca href=\"https://spothero.com/\">third-party parking websites like SpotHero\u003c/a> for other non-Stanford parking options farther away. You may find residents of nearby Stanford neighborhoods are selling parking spots for the night.\u003c/p>\n\u003cp>If you are from out of town and have rented a car, be sure to read KQED’s \u003ca href=\"https://www.kqed.org/news/11959799/how-to-avoid-a-car-break-in-bay-area\">guide on the unfortunately common problem of break-ins\u003c/a> in the Bay Area and keep your vehicle safe.\u003c/p>\n\u003cp>Keep in mind that Stanford is a pretty spread-out campus, and it could be worth wearing comfortable shoes for any walking you need to do.\u003c/p>\n\u003ch2>Will there be road closures on the day of the BTS concerts?\u003c/h2>\n\u003cp>If you are driving, be aware that there will be some reroutes happening on the day of the concert.\u003c/p>\n\u003cp>According to \u003ca href=\"https://gostanford.com/bts#closures\">Stanford Stadium\u003c/a>, there will be street closures on:\u003c/p>\n\u003cul>\n\u003cli>Arboretum/Palm intersection between Palm Drive & Galvez Street, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003cli>Lasuen Street between Campus Drive & Arboretum Road, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003cli>Lasuen Street between Campus Drive & Roth Way, closed all day on show days\u003c/li>\n\u003cli>Galvez Street between Campus Drive and Jane Stanford Way, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003c/ul>\n\u003ch2>Where are the Uber and Lyft pickup/dropoff spots for BTS’s Stanford shows?\u003c/h2>\n\u003cp>On BTS concert night, the Wilbur Lot (660 Escondido Road) will be \u003ca href=\"https://gostanford.com/bts\">the spot for pickup and dropoff\u003c/a>, which is around a 20-minute walk from the Stadium.\u003c/p>\n\u003cp>Before and after the show, there will be ADA golf transportation for guests available.\u003c/p>\n\u003ch2>What’s the best way to take public transit to the BTS show?\u003c/h2>\n\u003cp>To avoid some of the hassles of parking and rideshare costs, public transportation can be a great option for getting to these concerts.\u003c/p>\n\u003cp>For some of these transportation options, you can use \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">a Clipper Card, a card or Apple/Google Pay to tap on and off these services\u003c/a>.\u003c/p>\n\u003cp>Be sure to check when the last train leaves for the night. While the concert is likely to end at 10 p.m. sharp, there is a chance that the crowds might make it hard to exit the stadium.[aside postID=news_12082588 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/BTS-Bay-Area-Illustration_2.jpg']Stanford has \u003ca href=\"https://transportation.stanford.edu/getting-stanford/public-transit\">a pretty comprehensive guide\u003c/a> on public transportation in the area, but here are the highlights:\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>The closest Caltrain station to the campus is \u003ca href=\"https://www.caltrain.com/stanford\">the Palo Alto stop\u003c/a>. You can plan your route by using \u003ca href=\"https://www.caltrain.com/?active_tab=trip_planner_tab\">Caltrain’s Trip Planner\u003c/a>.\u003c/p>\n\u003cp>“We’re working with Caltrain to really encourage alternative transportation modes,” Nemani said, adding that fans can expect themed Caltrain cars and Stanford merch giveaways.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Caltrain station is less than a mile away from Stanford Stadium, but you could catch the \u003c/span>\u003ca href=\"http://transportation.stanford.edu/marguerite/\">\u003cspan style=\"font-weight: 400\">free Marguerite Shuttle\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> to help you get closer. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">A spokesperson for Caltrain said in an email to KQED that \u003c/span>\u003ca href=\"https://www.caltrain.com/event/bts-concert\">\u003cspan style=\"font-weight: 400\">on the weekend concerts\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, the last northbound train leaving the Palo Alto Station will be at 11:58 p.m. The last southbound train of the night will leave at 12:56 a.m.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">For the Tuesday concert, the final northbound train of the night will leave the Palo Alto Station at 11:57 p.m. The last southbound train will leave at 12:54 p.m.\u003c/span>\u003c/p>\n\u003cp>A heads-up: While there is a Stanford stop on the Caltrain, it will \u003cem>not\u003c/em> be in use during the BTS concerts.\u003c/p>\n\u003cp>For younger fans 18 and under, Caltrain rides are under $1 for one day and $2 for a Day pass.\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>BART provides service through the Peninsula and the East Bay.\u003c/p>\n\u003cp>You can use \u003ca href=\"https://www.bart.gov/planner\">BART’s Trip Planner\u003c/a> for an exact route, but in general, \u003ca href=\"https://gostanford.com/coldplay\">to get to Stanford\u003c/a>, you would need to transfer to the Caltrain at the Millbrae, Fremont and Union City stops.\u003c/p>\n\u003cfigure id=\"attachment_12082782\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082782\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351.jpg\" alt=\"\" width=\"1980\" height=\"1288\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351-1536x999.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Drones illuminate the night sky with BTS logo during a drone light show at a riverside park in Seoul on March 20, 2026, ahead of the comeback concert of K-pop boy band BTS. \u003ccite>(Jung Yeon-je/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>SamTrans\u003c/strong>\u003c/p>\n\u003cp>SamTrans connects to the Palo Alto train station to all of San Mateo County. You can \u003ca href=\"https://www.samtrans.com/\">plan your trip on the SamTrans’ website\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>The VTA, which serves Santa Clara, goes along El Camino Real. The VTA Trip Planner is \u003ca href=\"https://www.vta.org/\">available on the agency’s website\u003c/a>.\u003c/p>\n\u003cp>According to VTA’s \u003ca href=\"https://x.com/VTA/status/2052102342778974493\">social media\u003c/a> accounts, Bus Routes 22 and 522 are the best ways to get to Stanford Stadium.\u003c/p>\n\u003cp>\u003cstrong>Biking\u003c/strong>\u003c/p>\n\u003cp>There will be first-come, first-served bike parking on Nelson Road across from Gate 4 and Sam MacDonald Road across from Gate 3. Your bikes will be looked after by \u003ca href=\"http://bikesiliconvalley.org/?DB_OEM_ID=30600\">the Silicon Valley Bicycle Coalition\u003c/a>.\u003c/p>\n\u003ch2>What should I know about accessibility for the BTS shows?\u003c/h2>\n\u003cp>According to \u003ca href=\"https://gostanford.com/bts#ada\">Stanford Stadium\u003c/a>, if a fan needs accessible seating, they should contact Ticketmaster to switch their ticket to an ADA seat.\u003c/p>\n\u003cp>ADA seating is available in:\u003c/p>\n\u003cul>\n\u003cli>Row Y of all 100-level sections and Row V of 200-level sections in seats 201-207, 219-227, and 239-240\u003c/li>\n\u003cli>Select portions of Sections 208, 218, 228, and 238\u003c/li>\n\u003cli>ADA platforms in Sections B, F, and P on the floor\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12083382\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083382\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSADA-scaled-e1778624702494.jpg\" alt=\"\" width=\"2000\" height=\"1198\">\u003cfigcaption class=\"wp-caption-text\">Stanford’s accessibility policy. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fans with floor access should enter through Gate 1B. There will be a golf cart available. However, there are no escort services.\u003c/p>\n\u003cp>To get ASL access, fans should reach out to \u003ca href=\"mailto:athleticstickets@stanford.edu\">athleticstickets@stanford.edu\u003c/a> a week before the day of the concert.\u003c/p>\n\u003ch2>Can I tailgate at the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>Yes, fans can tailgate around their vehicles “during the day, during the hours that the campus is open for the concerts,” Nemani said. Tailgate setups should not be blocking any pathways.\u003c/p>\n\u003cp>Some fans have been known to \u003ca href=\"https://www.yahoo.com/entertainment/music/articles/bts-fans-camp-overnight-raymond-153039408.html\">camp out overnight\u003c/a> to get a head start on merch lines. However, Nemani said “there is no overnight camping” on the Stanford campus: “None at all.”\u003c/p>\n\u003ch2>What do I need to know about merch at the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>There will be BTS merch trailers at the Stanford shows, where Nemani said the venue will be using \u003ca href=\"https://www.justwalkout.com/\">Amazon’s “Just Walk Out” technology\u003c/a>, which allows customers to pay at entry and walk out with merch without formally checking out their purchases. “Hopefully that will move people through quickly,” Nemani said.\u003c/p>\n\u003cp>There will be \u003ca href=\"https://gostanford.com/bts#merch\">an early merch day\u003c/a> at the Stanford Hammer Throw on Friday, from 10 a.m. to 6 p.m.\u003c/p>\n\u003cp>For Friday only: If you are being dropped off at the sale, go to Maples Pavilion (655 Campus Drive). If you are driving, there will be parking at the IM South lot, which will open at 9 a.m. Parking costs $10, and cash will not be accepted.\u003c/p>\n\u003cfigure id=\"attachment_12083381\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083381\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch.jpg\" alt=\"\" width=\"2000\" height=\"1628\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch-160x130.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch-1536x1250.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Where early merch can be found near Stanford Stadium. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There will also be BTS merch sales on the days of the show, when trailers will open at 9 a.m. There will also be merch sales within the stadium itself. Early parking will be available at 8 a.m. for merch opening at lots like the IM South Lot and Roth Garage — although bear in mind these spots will \u003ca href=\"http://www.gostanford.com/btsparking\">require a parking pass\u003c/a>.\u003c/p>\n\u003cp>As people leave the BTS shows, “we will keep the main merch tent open for about an hour afterwards,” Nemani said.\u003c/p>\n\u003cp>However, she also emphasized that these trailers will not be pickup areas for \u003ca href=\"https://shop.weverse.io/en/home\">merch bought through Weverse Shop\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"CanIstillgetticketsforBTSsStanfordshows\">\u003c/a>Can I still get tickets for the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>According to Ticketmaster, \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-16-2026/event/1C006429C95EA2B8?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">all\u003c/a> \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-17-2026/event/1C006429C9DDA300?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">three\u003c/a> \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-19-2026/event/1C006435858268EC?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">nights\u003c/a> of the \u003cem>Arirang \u003c/em>World Tour remain sold out. Box office, near Gate 2, opens at 2 p.m., but will not be able to help with BTS tickets on \u003ca href=\"https://gostanford.com/bts\">non-show days\u003c/a>.\u003c/p>\n\u003cp>You \u003ca href=\"https://www.rollingstone.com/product-recommendations/tickets/how-to-buy-bts-world-tour-tickets-online-prices-sites-deals-1235505013/\">could try\u003c/a> \u003ca href=\"https://www.stubhub.com/bts-tickets/performer/1503185?=&PCID=PSUSADWHOME730428403FF837&MetroRegionID=&psc=&ps=&ps_p=0&ps_c=23758590705&ps_ag=194340684174&ps_tg=kwd-16956083&ps_ad=805812870716&ps_adp=&ps_fi=&ps_li=&ps_lp=9061275&ps_n=g&ps_d=c&ps_ex=&pscpag=&gcid=C12289X486&utm_source=google&utm_medium=paid-search&utm_sub_medium=prospecting&utm_term=nb&utm_campaign=23758590705%3Adefault&utm_content=default&keyword=194340684174_kwd-16956083_c&creative=805812870716&utm_kxconfid=s2rshsbmv&kwt=nb&mt=b&kw=bts&gad_source=1&gad_campaignid=23758590705&gbraid=0AAAAAD3ylY2A5_YLx9b6hHJpzUpuEvi9b&gclid=CjwKCAjwzevPBhBaEiwAplAxvpb-AUnpIzFOFYV6vxLatRhqnv-Yygjp8Zs8EYnQ30KNkf5NBFuCRRoC9K8QAvD_BwE&ct=\">resale vendors like StubHub\u003c/a>, where \u003ca href=\"https://www.stubhub.com/bts-stanford-tickets-5-16-2026/event/160262168/?backUrl=%2Fbts-tickets%2Fperformer%2F1503185<=37.427467&lg=-122.1702445&quantity=2\">tickets can range\u003c/a> from $250 to more than $900.\u003c/p>\n\u003cp>But remember, it’s worth being cautious about online resales, \u003cem>especially\u003c/em> with social media ticket trades. And some fans have \u003ca href=\"https://www.reddit.com/r/stubhub/comments/1sef583/bts_tickets_canceled/\">posted online\u003c/a> that their resale tickets for the earlier shows, \u003ca href=\"https://www.ticketnews.com/2026/04/bts-fans-cry-foul-after-ticketmaster-cancells-tickets-claining-glitch/\">like Tampa\u003c/a>, were being canceled.\u003c/p>\n\u003cp>Vendors like StubHub may be able to help you \u003ca href=\"https://www.syracuse.com/live-entertainment/2026/03/is-stubhub-legit-for-bts-tickets-what-to-know-before-buying-resale.html\">refund your tickets \u003c/a>if a situation like this arises.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BTS is back together and coming to the Bay Area this weekend. If you've got tickets, here's what to know about attending one of these three concerts at Stanford Stadium.",
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"title": "Seeing BTS at the Stanford Stadium This Weekend? From Bag Policy to Parking, What to Know | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/12082588/bts-stanford-may-2026-stadium-army-kpop-things-to-do-bay-area-peninsula\">BTS is returning to the Bay Area\u003c/a> for the first time as a group in eight years for their \u003cem>Arirang \u003c/em>World Tour — and they’re stopping at the Stanford Stadium on Saturday, Sunday and Tuesday.\u003c/p>\n\u003cp>“It’s been such a buildup,” said KQED’s resident BTS expert, the \u003cem>California Report Magazine’s\u003c/em> producer \u003ca href=\"https://www.kqed.org/author/sracho\">Suzie Racho\u003c/a>\u003cem>.\u003c/em> “They’re really making a concerted effort to get to as many fans as possible.”\u003c/p>\n\u003cp>The anticipation is high as fans like Racho — also known as BTS ARMY — have been eagerly waiting for the group’s return since the hiatus in 2022, where members spent time fulfilling their mandatory service in the Korean military and pursuing their solo projects.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And for a group that is performing elsewhere at some of \u003ca href=\"https://ibighit.com/en/bts/tour/\">the biggest stadiums in the world\u003c/a>, some may be a little surprised that BTS’s Bay Area shows are at Stanford Stadium, the university’s football stadium near Palo Alto. But Racho said she’s hopeful she is a chance that the venue may actually help fans “experience it a little bit more immersively.”\u003c/p>\n\u003cp>This will be the second-ever touring concert engagement hosted at Stanford, one year after Coldplay played two sold-out shows here. And when it comes to the imminent BTS concerts, “there’s a pride of place — that this is happening here,” said Stanford Live director Iris Nemani.\u003c/p>\n\u003cfigure id=\"attachment_12082662\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082662\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189.jpg\" alt=\"\" width=\"1980\" height=\"1329\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2271173189-1536x1031.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">A fan of Korean boy band BTS poses for a photo in front of a poster at Tokyo Dome before the start of the first BTS World Tour “Arirang” in Tokyo on April 17, 2026. \u003ccite>(Andrew Caballero-Reynolds/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not going to become a stadium venue that’s going to do 100 concerts a year,” Nemani said, “but when we have very special artists like BTS … the university has decided to say yes.”\u003c/p>\n\u003cp>So if you have tickets to one of the three Stanford shows on May 16, 17 or 19, we’ve compiled this guide on everything you need to know about seeing BTS next week, from parking to bag policy to public transportation and more.\u003c/p>\n\u003cp>And if you’re looking for themed things to do in the Bay Area before the BTS shows, take a look at \u003ca href=\"https://www.kqed.org/news/12082588/bts-stanford-may-2026-stadium-army-kpop-things-to-do-bay-area-peninsula\">our recommendations for K-Pop inspired stories, events and parties happening this weekend.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#CanIstillgetticketsforBTSsStanfordshows\">Can I still get tickets for BTS’s Stanford shows?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatisthebagpolicyforStanfordStadium\">What is the bag policy for Stanford Stadium?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What time are the BTS shows at Stanford?\u003c/h2>\n\u003cp>The BTS shows are scheduled to \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-19-2026/event/1C006435858268EC?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">start at 7 p.m.\u003c/a> for all three nights.\u003c/p>\n\u003cp>Gates will \u003ca href=\"https://gostanford.com/bt\">open at 4:30 p.m.\u003c/a>\u003cu>,\u003c/u> with public entrances at Stanford Stadium’s Gates 2, 4, 5, 10 and 12. If you leave the venue, you cannot reenter.\u003c/p>\n\u003cfigure id=\"attachment_12083385\" class=\"wp-caption aligncenter\" style=\"max-width: 1435px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap.jpg\" alt=\"\" width=\"1435\" height=\"857\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap.jpg 1435w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSMap-160x96.jpg 160w\" sizes=\"auto, (max-width: 1435px) 100vw, 1435px\">\u003cfigcaption class=\"wp-caption-text\">A map of Stanford Stadium. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While some BTS concerts have started late in other cities, it is worth noting that Stanford has a \u003ca href=\"https://gostanford.com/coldplay\">strict sound curfew at 10 p.m.\u003c/a> All in all, it might be reasonable to expect these shows to start on time.\u003c/p>\n\u003ch2>\u003ca id=\"WhatisthebagpolicyforStanfordStadium\">\u003c/a>What is the bag policy for the BTS shows at Stanford?\u003c/h2>\n\u003cp>Bags that are \u003ca href=\"https://gostanford.com/stanford-athletics-fan-policies\">allowed at Stanford Stadium\u003c/a> include:\u003c/p>\n\u003cul>\n\u003cli>Clear plastic, vinyl, or PVC bags that do not exceed 12″x6″x12″\u003c/li>\n\u003cli>Small clutch bags or purses no larger than 4.5” x 6.5” x 2” (with or without a handle or strap), in addition to a clear bag\u003c/li>\n\u003cli>Non-clear “\u003ca href=\"https://gostanford.com/bts#bags\">medically necessary” bags\u003c/a>, including diaper bags — although these will be subjected to additional screening\u003c/li>\n\u003c/ul>\n\u003cp>Backpacks are not permitted, including those \u003ca href=\"https://gostanford.com/bts#bags\">sold at the Official BTS Merchandise stands.\u003c/a> There \u003ca href=\"https://gostanford.com/bts#bags\">are three bag checks\u003c/a> located near Gate 10, inside the main entrance of Sunken Diamond and the main entrance of Cobb Track and Angell Field.\u003c/p>\n\u003cp>Items that are allowed at Stanford Stadium include:\u003c/p>\n\u003cul>\n\u003cli>BTS Official Light sticks with batteries\u003c/li>\n\u003cli>Blankets\u003c/li>\n\u003cli>Sealed or empty soft plastic bottles smaller than 20 oz\u003c/li>\n\u003cli>Plush toys\u003c/li>\n\u003cli>Small, portable phone chargers, handheld fans and neck fans\u003c/li>\n\u003cli>Keychains\u003c/li>\n\u003cli>Liquid sunscreen\u003c/li>\n\u003cli>Non-professional still cameras \u003ca href=\"https://gostanford.com/bts\">(disposable, Polaroid, lenses less than 6” in length)\u003c/a> for personal use\u003c/li>\n\u003cli>Signs smaller than 11”x15” (but be nice to your fellow fans and try not to wave your sign throughout the entire concert – you’ll block their view)\u003c/li>\n\u003cli>Seat cushions \u003ca href=\"https://gostanford.com/coldplay\">smaller than 18″\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://gostanford.com/bts#bags\">Items that are \u003cem>not\u003c/em> allowed\u003c/a> at Stanford Stadium include:\u003c/p>\n\u003cul>\n\u003cli>Balls, frisbees, whole fruit (seriously) or “other potential projectiles,” according to Stanford\u003c/li>\n\u003cli>Bicycles, skates, scooters, or skateboards\u003c/li>\n\u003cli>Hard plastic, glass, ceramic or metal bottles\u003c/li>\n\u003cli>Chairs (unless ADA compliant)\u003c/li>\n\u003cli>Horns or artificial noisemakers\u003c/li>\n\u003cli>Laser lights, strobes and flashlights\u003c/li>\n\u003cli>Open umbrellas\u003c/li>\n\u003cli>Poles, selfie-sticks, GoPros, monopods and tripods\u003c/li>\n\u003cli>Flags\u003c/li>\n\u003cli>Strollers (unless ADA compliant)\u003c/li>\n\u003c/ul>\n\u003ch2>What if it rains during the BTS concert in this outdoor stadium?\u003c/h2>\n\u003cp>Stanford’s Nemani confirmed the BTS show will go on in this outdoor stadium, rain or shine.\u003c/p>\n\u003cp>Be sure to keep \u003ca href=\"https://forecast.weather.gov/MapClick.php?lat=37.417&lon=-122.1477\">an eye out for the weather in the coming days\u003c/a>. If you are not local to the area, keep in mind that the Bay Area can get deceptively cold at night.\u003c/p>\n\u003ch2>Should I have cash on hand at the BTS concert?\u003c/h2>\n\u003cp>Stanford Stadium is a cashless venue, so you need a debit card, credit card or mobile wallet like Apple Pay.\u003c/p>\n\u003ch2>How do I know I have a good seat at Stanford Stadium?\u003c/h2>\n\u003cp>You can check out \u003ca href=\"https://preview.3ddigitalvenue.com/stanford-stadium-football\">a 3-D rendering\u003c/a> of Stanford Stadium on the university’s website. But the \u003cem>Arirang \u003c/em>tour is performed in the round, on a 360-degree stage, making it even easier for fans to actually see the BTS members.\u003c/p>\n\u003ch2>What will the setlist be for BTS’s Stanford shows?\u003c/h2>\n\u003cp>If you don’t mind spoilers, \u003cem>Billboard\u003c/em> has \u003ca href=\"https://www.billboard.com/lists/bts-setlist-every-song-arirang-tour-tampa/?link_source=ta_thread_link&taid=69ede39154073e0001f57435&utm_campaign=trueanthem&utm_medium=social&utm_source=threads.net\">the tour’s setlist from Tampa, Florida\u003c/a>, which includes some of their big hits like “Fake Love” and “Butter.”\u003c/p>\n\u003ch2>What should I know about parking at Stanford for the BTS show?\u003c/h2>\n\u003cp>Keitch Juricich, from the Stanford Athletics Operations and Events team, said the University has been working with the city on traffic flows and parking — and that more staffing will be available on BTS concert nights, “to make sure that we are moving people as quickly as we possibly can.”\u003c/p>\n\u003cp>You can buy \u003ca href=\"https://tickets.gostanford.com/p/parking-for-bts-arirang-in-stanford\">parking passes, including ADA parking passes\u003c/a>, on the Stanford website. According to Stanford\u003cu>,\u003c/u> these \u003ca href=\"https://tickets.gostanford.com/p/parking-for-bts-arirang-in-stanford\">passes must be purchased\u003c/a> by 12 a.m. on the day of the event. You will need to create an account on the Stanford website, and you can buy up to four passes.\u003c/p>\n\u003cp>Parking lots will be open at 1:30 p.m. on show days.\u003c/p>\n\u003cfigure id=\"attachment_12082781\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082781\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342.jpg\" alt=\"\" width=\"1980\" height=\"1276\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-1030324342-1536x990.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Fans await the BTS concert as part of the “Love Yourself” North American Tour at Staples Center on Sept. 9, 2018, in Los Angeles, California. \u003ccite>(Andrew Caballero-Reynolds/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If these passes are sold out, you can try your luck with \u003ca href=\"https://spothero.com/\">third-party parking websites like SpotHero\u003c/a> for other non-Stanford parking options farther away. You may find residents of nearby Stanford neighborhoods are selling parking spots for the night.\u003c/p>\n\u003cp>If you are from out of town and have rented a car, be sure to read KQED’s \u003ca href=\"https://www.kqed.org/news/11959799/how-to-avoid-a-car-break-in-bay-area\">guide on the unfortunately common problem of break-ins\u003c/a> in the Bay Area and keep your vehicle safe.\u003c/p>\n\u003cp>Keep in mind that Stanford is a pretty spread-out campus, and it could be worth wearing comfortable shoes for any walking you need to do.\u003c/p>\n\u003ch2>Will there be road closures on the day of the BTS concerts?\u003c/h2>\n\u003cp>If you are driving, be aware that there will be some reroutes happening on the day of the concert.\u003c/p>\n\u003cp>According to \u003ca href=\"https://gostanford.com/bts#closures\">Stanford Stadium\u003c/a>, there will be street closures on:\u003c/p>\n\u003cul>\n\u003cli>Arboretum/Palm intersection between Palm Drive & Galvez Street, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003cli>Lasuen Street between Campus Drive & Arboretum Road, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003cli>Lasuen Street between Campus Drive & Roth Way, closed all day on show days\u003c/li>\n\u003cli>Galvez Street between Campus Drive and Jane Stanford Way, closed on show days from 8 a.m.-1:30 p.m.\u003c/li>\n\u003c/ul>\n\u003ch2>Where are the Uber and Lyft pickup/dropoff spots for BTS’s Stanford shows?\u003c/h2>\n\u003cp>On BTS concert night, the Wilbur Lot (660 Escondido Road) will be \u003ca href=\"https://gostanford.com/bts\">the spot for pickup and dropoff\u003c/a>, which is around a 20-minute walk from the Stadium.\u003c/p>\n\u003cp>Before and after the show, there will be ADA golf transportation for guests available.\u003c/p>\n\u003ch2>What’s the best way to take public transit to the BTS show?\u003c/h2>\n\u003cp>To avoid some of the hassles of parking and rideshare costs, public transportation can be a great option for getting to these concerts.\u003c/p>\n\u003cp>For some of these transportation options, you can use \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">a Clipper Card, a card or Apple/Google Pay to tap on and off these services\u003c/a>.\u003c/p>\n\u003cp>Be sure to check when the last train leaves for the night. While the concert is likely to end at 10 p.m. sharp, there is a chance that the crowds might make it hard to exit the stadium.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Stanford has \u003ca href=\"https://transportation.stanford.edu/getting-stanford/public-transit\">a pretty comprehensive guide\u003c/a> on public transportation in the area, but here are the highlights:\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>The closest Caltrain station to the campus is \u003ca href=\"https://www.caltrain.com/stanford\">the Palo Alto stop\u003c/a>. You can plan your route by using \u003ca href=\"https://www.caltrain.com/?active_tab=trip_planner_tab\">Caltrain’s Trip Planner\u003c/a>.\u003c/p>\n\u003cp>“We’re working with Caltrain to really encourage alternative transportation modes,” Nemani said, adding that fans can expect themed Caltrain cars and Stanford merch giveaways.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Caltrain station is less than a mile away from Stanford Stadium, but you could catch the \u003c/span>\u003ca href=\"http://transportation.stanford.edu/marguerite/\">\u003cspan style=\"font-weight: 400\">free Marguerite Shuttle\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> to help you get closer. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">A spokesperson for Caltrain said in an email to KQED that \u003c/span>\u003ca href=\"https://www.caltrain.com/event/bts-concert\">\u003cspan style=\"font-weight: 400\">on the weekend concerts\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, the last northbound train leaving the Palo Alto Station will be at 11:58 p.m. The last southbound train of the night will leave at 12:56 a.m.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">For the Tuesday concert, the final northbound train of the night will leave the Palo Alto Station at 11:57 p.m. The last southbound train will leave at 12:54 p.m.\u003c/span>\u003c/p>\n\u003cp>A heads-up: While there is a Stanford stop on the Caltrain, it will \u003cem>not\u003c/em> be in use during the BTS concerts.\u003c/p>\n\u003cp>For younger fans 18 and under, Caltrain rides are under $1 for one day and $2 for a Day pass.\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>BART provides service through the Peninsula and the East Bay.\u003c/p>\n\u003cp>You can use \u003ca href=\"https://www.bart.gov/planner\">BART’s Trip Planner\u003c/a> for an exact route, but in general, \u003ca href=\"https://gostanford.com/coldplay\">to get to Stanford\u003c/a>, you would need to transfer to the Caltrain at the Millbrae, Fremont and Union City stops.\u003c/p>\n\u003cfigure id=\"attachment_12082782\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082782\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351.jpg\" alt=\"\" width=\"1980\" height=\"1288\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351-160x104.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2267034351-1536x999.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Drones illuminate the night sky with BTS logo during a drone light show at a riverside park in Seoul on March 20, 2026, ahead of the comeback concert of K-pop boy band BTS. \u003ccite>(Jung Yeon-je/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>SamTrans\u003c/strong>\u003c/p>\n\u003cp>SamTrans connects to the Palo Alto train station to all of San Mateo County. You can \u003ca href=\"https://www.samtrans.com/\">plan your trip on the SamTrans’ website\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>The VTA, which serves Santa Clara, goes along El Camino Real. The VTA Trip Planner is \u003ca href=\"https://www.vta.org/\">available on the agency’s website\u003c/a>.\u003c/p>\n\u003cp>According to VTA’s \u003ca href=\"https://x.com/VTA/status/2052102342778974493\">social media\u003c/a> accounts, Bus Routes 22 and 522 are the best ways to get to Stanford Stadium.\u003c/p>\n\u003cp>\u003cstrong>Biking\u003c/strong>\u003c/p>\n\u003cp>There will be first-come, first-served bike parking on Nelson Road across from Gate 4 and Sam MacDonald Road across from Gate 3. Your bikes will be looked after by \u003ca href=\"http://bikesiliconvalley.org/?DB_OEM_ID=30600\">the Silicon Valley Bicycle Coalition\u003c/a>.\u003c/p>\n\u003ch2>What should I know about accessibility for the BTS shows?\u003c/h2>\n\u003cp>According to \u003ca href=\"https://gostanford.com/bts#ada\">Stanford Stadium\u003c/a>, if a fan needs accessible seating, they should contact Ticketmaster to switch their ticket to an ADA seat.\u003c/p>\n\u003cp>ADA seating is available in:\u003c/p>\n\u003cul>\n\u003cli>Row Y of all 100-level sections and Row V of 200-level sections in seats 201-207, 219-227, and 239-240\u003c/li>\n\u003cli>Select portions of Sections 208, 218, 228, and 238\u003c/li>\n\u003cli>ADA platforms in Sections B, F, and P on the floor\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12083382\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083382\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSADA-scaled-e1778624702494.jpg\" alt=\"\" width=\"2000\" height=\"1198\">\u003cfigcaption class=\"wp-caption-text\">Stanford’s accessibility policy. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fans with floor access should enter through Gate 1B. There will be a golf cart available. However, there are no escort services.\u003c/p>\n\u003cp>To get ASL access, fans should reach out to \u003ca href=\"mailto:athleticstickets@stanford.edu\">athleticstickets@stanford.edu\u003c/a> a week before the day of the concert.\u003c/p>\n\u003ch2>Can I tailgate at the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>Yes, fans can tailgate around their vehicles “during the day, during the hours that the campus is open for the concerts,” Nemani said. Tailgate setups should not be blocking any pathways.\u003c/p>\n\u003cp>Some fans have been known to \u003ca href=\"https://www.yahoo.com/entertainment/music/articles/bts-fans-camp-overnight-raymond-153039408.html\">camp out overnight\u003c/a> to get a head start on merch lines. However, Nemani said “there is no overnight camping” on the Stanford campus: “None at all.”\u003c/p>\n\u003ch2>What do I need to know about merch at the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>There will be BTS merch trailers at the Stanford shows, where Nemani said the venue will be using \u003ca href=\"https://www.justwalkout.com/\">Amazon’s “Just Walk Out” technology\u003c/a>, which allows customers to pay at entry and walk out with merch without formally checking out their purchases. “Hopefully that will move people through quickly,” Nemani said.\u003c/p>\n\u003cp>There will be \u003ca href=\"https://gostanford.com/bts#merch\">an early merch day\u003c/a> at the Stanford Hammer Throw on Friday, from 10 a.m. to 6 p.m.\u003c/p>\n\u003cp>For Friday only: If you are being dropped off at the sale, go to Maples Pavilion (655 Campus Drive). If you are driving, there will be parking at the IM South lot, which will open at 9 a.m. Parking costs $10, and cash will not be accepted.\u003c/p>\n\u003cfigure id=\"attachment_12083381\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083381\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch.jpg\" alt=\"\" width=\"2000\" height=\"1628\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch-160x130.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/StanfordBTSEarlyMerch-1536x1250.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Where early merch can be found near Stanford Stadium. \u003ccite>(Courtesy of Stanford Stadium)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>There will also be BTS merch sales on the days of the show, when trailers will open at 9 a.m. There will also be merch sales within the stadium itself. Early parking will be available at 8 a.m. for merch opening at lots like the IM South Lot and Roth Garage — although bear in mind these spots will \u003ca href=\"http://www.gostanford.com/btsparking\">require a parking pass\u003c/a>.\u003c/p>\n\u003cp>As people leave the BTS shows, “we will keep the main merch tent open for about an hour afterwards,” Nemani said.\u003c/p>\n\u003cp>However, she also emphasized that these trailers will not be pickup areas for \u003ca href=\"https://shop.weverse.io/en/home\">merch bought through Weverse Shop\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"CanIstillgetticketsforBTSsStanfordshows\">\u003c/a>Can I still get tickets for the \u003cem>Arirang\u003c/em> World Tour?\u003c/h2>\n\u003cp>According to Ticketmaster, \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-16-2026/event/1C006429C95EA2B8?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">all\u003c/a> \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-17-2026/event/1C006429C9DDA300?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">three\u003c/a> \u003ca href=\"https://www.ticketmaster.com/bts-world-tour-arirang-in-stanford-stanford-california-05-19-2026/event/1C006435858268EC?_gl=1*5woms*_ga*MTM5NDI3OTU5NC4xNzc4MDg2NzAw*_ga_C1T806G4DF*czE3NzgxMjM3NTEkbzQkZzAkdDE3NzgxMjM3NTEkajYwJGwwJGgw\">nights\u003c/a> of the \u003cem>Arirang \u003c/em>World Tour remain sold out. Box office, near Gate 2, opens at 2 p.m., but will not be able to help with BTS tickets on \u003ca href=\"https://gostanford.com/bts\">non-show days\u003c/a>.\u003c/p>\n\u003cp>You \u003ca href=\"https://www.rollingstone.com/product-recommendations/tickets/how-to-buy-bts-world-tour-tickets-online-prices-sites-deals-1235505013/\">could try\u003c/a> \u003ca href=\"https://www.stubhub.com/bts-tickets/performer/1503185?=&PCID=PSUSADWHOME730428403FF837&MetroRegionID=&psc=&ps=&ps_p=0&ps_c=23758590705&ps_ag=194340684174&ps_tg=kwd-16956083&ps_ad=805812870716&ps_adp=&ps_fi=&ps_li=&ps_lp=9061275&ps_n=g&ps_d=c&ps_ex=&pscpag=&gcid=C12289X486&utm_source=google&utm_medium=paid-search&utm_sub_medium=prospecting&utm_term=nb&utm_campaign=23758590705%3Adefault&utm_content=default&keyword=194340684174_kwd-16956083_c&creative=805812870716&utm_kxconfid=s2rshsbmv&kwt=nb&mt=b&kw=bts&gad_source=1&gad_campaignid=23758590705&gbraid=0AAAAAD3ylY2A5_YLx9b6hHJpzUpuEvi9b&gclid=CjwKCAjwzevPBhBaEiwAplAxvpb-AUnpIzFOFYV6vxLatRhqnv-Yygjp8Zs8EYnQ30KNkf5NBFuCRRoC9K8QAvD_BwE&ct=\">resale vendors like StubHub\u003c/a>, where \u003ca href=\"https://www.stubhub.com/bts-stanford-tickets-5-16-2026/event/160262168/?backUrl=%2Fbts-tickets%2Fperformer%2F1503185<=37.427467&lg=-122.1702445&quantity=2\">tickets can range\u003c/a> from $250 to more than $900.\u003c/p>\n\u003cp>But remember, it’s worth being cautious about online resales, \u003cem>especially\u003c/em> with social media ticket trades. And some fans have \u003ca href=\"https://www.reddit.com/r/stubhub/comments/1sef583/bts_tickets_canceled/\">posted online\u003c/a> that their resale tickets for the earlier shows, \u003ca href=\"https://www.ticketnews.com/2026/04/bts-fans-cry-foul-after-ticketmaster-cancells-tickets-claining-glitch/\">like Tampa\u003c/a>, were being canceled.\u003c/p>\n\u003cp>Vendors like StubHub may be able to help you \u003ca href=\"https://www.syracuse.com/live-entertainment/2026/03/is-stubhub-legit-for-bts-tickets-what-to-know-before-buying-resale.html\">refund your tickets \u003c/a>if a situation like this arises.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.[aside postID=news_12081471 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-COSTOFDRIVING00282_TV-KQED.jpg']Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART, Muni and Caltrain report major increases in ridership this spring. The agencies say that’s due to nice weather, better service and the Ohtani Effect, among other reasons.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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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": 12
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"onourwatch": {
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
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