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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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"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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"slug": "amid-opposition-california-regulators-approve-major-changes-to-cap-and-trade-program",
"title": "Amid Opposition, California Regulators Approve Major Changes To Cap-And-Trade Program",
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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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"excerpt": "Climate, transportation and affordable housing advocates worry the changes could result in a loss of funding.",
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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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"slug": "campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal",
"title": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal",
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"headTitle": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal | KQED",
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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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"excerpt": "The campaign needed around 186,000 signatures to qualify a sales tax for the November ballot. It planned to submit over 300,000.",
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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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"slug": "bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings",
"title": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings?",
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"headTitle": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings? | KQED",
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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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"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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"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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"slug": "the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback",
"title": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback",
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"headTitle": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback | KQED",
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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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"title": "The ‘Ohtani Effect’ and More: What’s Behind Bay Area Transit’s Comeback | KQED",
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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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"content": "\u003cp>You know the sound: a robotic, ancient-sounding voice as you wait for BART: \u003ci>6-car Blue line train for OAK Airport in 15 minutes. \u003c/i>\u003c/p>\n\u003cp>\u003cspan data-slate-fragment=\"JTVCJTdCJTIydHlwZSUyMiUzQSUyMnBhcmFncmFwaCUyMiUyQyUyMmNoaWxkcmVuJTIyJTNBJTVCJTdCJTIydGV4dCUyMiUzQSUyMkluJTIwQW1lcmljYSdzJTIwdGVjaCUyMGNhcGl0YWwlMkMlMjB3aHklMjBkbyUyMEJBUlQlMjBhbm5vdW5jZW1lbnRzJTIwc291bmQlMjBzbyUyMG9sZCUzRiUyMEluJTIwdGhpcyUyMGVwaXNvZGUlMjBmcm9tJTIwb3VyJTIwZnJpZW5kcyUyMGF0JTIwQmF5JTIwQ3VyaW91cyUyQyUyMHJlcG9ydGVyJTIwQW5hJTIwRGUlMjBBbG1laWRhJTIwQW1hcmFsJTIwc2V0cyUyMG91dCUyMHRvJTIwZmluZCUyMHRoZSUyMGFuc3dlci4lMjIlN0QlNUQlN0QlNUQ=\">In America’s tech capital, why do BART announcements sound so old? In this episode from our friends at Bay Curious, reporter Ana De Almeida Amaral sets out to find the answer.\u003c/span>\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=KQINC7837195923\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\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\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>You know the sound: a robotic, ancient-sounding voice as you wait for BART: \u003ci>6-car Blue line train for OAK Airport in 15 minutes. \u003c/i>\u003c/p>\n\u003cp>\u003cspan data-slate-fragment=\"JTVCJTdCJTIydHlwZSUyMiUzQSUyMnBhcmFncmFwaCUyMiUyQyUyMmNoaWxkcmVuJTIyJTNBJTVCJTdCJTIydGV4dCUyMiUzQSUyMkluJTIwQW1lcmljYSdzJTIwdGVjaCUyMGNhcGl0YWwlMkMlMjB3aHklMjBkbyUyMEJBUlQlMjBhbm5vdW5jZW1lbnRzJTIwc291bmQlMjBzbyUyMG9sZCUzRiUyMEluJTIwdGhpcyUyMGVwaXNvZGUlMjBmcm9tJTIwb3VyJTIwZnJpZW5kcyUyMGF0JTIwQmF5JTIwQ3VyaW91cyUyQyUyMHJlcG9ydGVyJTIwQW5hJTIwRGUlMjBBbG1laWRhJTIwQW1hcmFsJTIwc2V0cyUyMG91dCUyMHRvJTIwZmluZCUyMHRoZSUyMGFuc3dlci4lMjIlN0QlNUQlN0QlNUQ=\">In America’s tech capital, why do BART announcements sound so old? In this episode from our friends at Bay Curious, reporter Ana De Almeida Amaral sets out to find the answer.\u003c/span>\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=KQINC7837195923\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\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\u003cp>\u003c/p>\u003c/div>",
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"title": "I-80 Closure: What to Know About Travel Through San Francisco This Weekend",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> residents hoping to cruise through the city to Oakland this weekend may want to ditch their cars and hop on public transit, as a key stretch of eastbound Interstate 80 through San Francisco will be closed to traffic from Friday night through early Monday.\u003c/p>\n\u003cp>Motorists are strongly advised to avoid the area around I-80 in San Francisco and the interchange with U.S. Highway 101 for the entire weekend of April 17–19. For those committed to driving, expect heavy delays and budget extra travel time, \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-03-19-i80-eb-bayshore-weekend-closure\">Caltrans \u003c/a>said.\u003c/p>\n\u003cp>“We are trying to get the motorists to just avoid that area and choose not to drive. And if they do drive, to use one of the detours,” said Lori Shepherd, Caltrans’ public information officer for San Francisco County. “That would be really a great way to save themselves a lot of headaches.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The closures are part of what Caltrans calls “The Fab Rehab,” the agency’s ongoing \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-central-freeway-viaduct-rehab\">repair \u003c/a>of crucial viaducts near downtown, where I-80 intersects with U.S. 101 near the San Francisco–Oakland Bay Bridge.\u003c/p>\n\u003cp>Keep reading for what to know about the I-80 closure and how it could affect your weekend.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#HowmuchcouldtheBayBridgebeaffectedbytheI80closure\"> How could the Bay Bridge be affected by the I-80 closure?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What part of I-80 will be closed this weekend?\u003c/h2>\n\u003cp>Caltrans has planned a full weekend closure of about 1.6 miles of eastbound I-80, from 17th Street to 4th Street.\u003c/p>\n\u003cp>The connector ramps from northbound U.S. 101 at 17th Street and southbound U.S. 101 near Bryant Street will also be closed.\u003c/p>\n\u003cfigure id=\"attachment_12080104\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080104\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The stretch of I-80 through San Francisco which will be closed this weekend. \u003ccite>(Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For motorists traveling north on U.S. 101 through San Francisco, approaching the I-80 connector, Vermont Street will be the final exit.\u003c/p>\n\u003cp>Those who miss Vermont will be directed to take the 9th Street off-ramp and redirected through Bryant Street to reenter eastbound I-80 at the 5th Street on-ramp.\u003c/p>\n\u003cp>(Drivers should only take the 5th Street on-ramp if they wish to get onto the Bay Bridge, as there are no more exits to San Francisco on this part of eastbound I-80.)\u003c/p>\n\u003ch2>When exactly will the I-80 closure start and end?\u003c/h2>\n\u003cp>The 55-hour closure will start at 11:00 p.m. Friday, April 17, and end at 6:00 a.m. Monday, April 20.\u003c/p>\n\u003cp>While you may see trucks and maintenance crews entering the site beforehand, work doesn’t begin until the posted time, Shepherd said.\u003c/p>\n\u003cblockquote class=\"tiktok-embed\" style=\"max-width: 605px; min-width: 325px;\" cite=\"https://www.tiktok.com/@kqednews/video/7629799718335417631\" data-video-id=\"7629799718335417631\">\n\u003csection>\u003ca title=\"@kqednews\" href=\"https://www.tiktok.com/@kqednews?refer=embed\" target=\"_blank\" rel=\"noopener\">@kqednews\u003c/a>Bay Area residents hoping to cruise through the city to Oakland this weekend may want to ditch their cars and hop on public transit, as a key stretch of eastbound Interstate 80 through San Francisco will be closed to traffic from Friday night through early Monday. Motorists are strongly advised to avoid the area around I-80 in San Francisco and the interchange with U.S. Highway 101 for the entire weekend of April 17–19. For those committed to driving, expect heavy delays and budget extra travel time, Caltrans said. “We are trying to get the motorists to just avoid that area and choose not to drive. And if they do drive, to use one of the detours,” said Lori Shepherd, Caltrans’ public information officer for San Francisco County. “That would be really a great way to save themselves a lot of headaches.” The closures are part of what Caltrans calls “The Fab Rehab,” the agency’s ongoing repair of crucial viaducts near downtown, where I-80 intersects with U.S. 101 near the San Francisco–Oakland Bay Bridge. For the full guide on the closure, visit kqed.org.\u003ca title=\"♬ original sound - KQED News\" href=\"https://www.tiktok.com/music/original-sound-7629799749847206687?refer=embed\" target=\"_blank\" rel=\"noopener\">♬ original sound – KQED News\u003c/a>\n\u003c/section>\n\u003c/blockquote>\n\u003cp>[tiktok]\u003c/p>\n\u003ch2>\u003ca id=\"HowmuchcouldtheBayBridgebeaffectedbytheI80closure\">\u003c/a>How much could the Bay Bridge be affected by the I-80 closure?\u003c/h2>\n\u003cp>To be clear, the Bay Bridge will be open — but getting \u003cem>to \u003c/em>it through San Francisco will be a traffic nightmare.\u003c/p>\n\u003cp>Westbound I-80 will not be closed, so although people exiting the Bay Bridge into San Francisco will not have their routes affected by the closure, they’re still likely to face increased traffic in the area.\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the I-80 closure?\u003c/h2>\n\u003cp>https://www.youtube.com/watch?v=FkDZn-lpB0E\u003c/p>\n\u003cp>For a detour from southbound U.S. 101 to eastbound I-80, people can take Folsom Street through SoMa to the Essex Street eastbound I-80 on-ramp.\u003c/p>\n\u003cp>From northbound U.S. 101, take the 9th Street-Civic Center exit. Continue straight onto Bryant Street, then take the 5th Street eastbound I-80 on-ramp onto the Bay Bridge.\u003c/p>\n\u003ch2>Who will be most affected by the I-80 closure?\u003c/h2>\n\u003cp>Caltrans said roughly 55,000 cars typically use that stretch of freeway during peak weekend hours, from 10 a.m. to 6 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12079179\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079179\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign announces a closure on I-80 on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While Shepherd emphasized that everyone driving into San Francisco and using its high-traffic arteries south of Market Street that weekend will run into detours and heavy traffic, he said the following travelers will likely be most affected:\u003c/p>\n\u003cul>\n\u003cli>People coming up from the Peninsula and the South Bay\u003c/li>\n\u003cli>Those heading across the Bay Bridge\u003c/li>\n\u003cli>Travelers heading north from San Francisco International Airport\u003c/li>\n\u003c/ul>\n\u003cp>Since the eastbound I-80 closure will last until 6 a.m. Monday, April 20, the earliest commuters traveling on the Bay Bridge and through the city that morning could find themselves affected by the final hours of the closure.\u003c/p>\n\u003ch2>Will public transit be affected by the I-80 closure?\u003c/h2>\n\u003cp>No, public transit will not be affected, although BART, Caltrain, Muni and SamTrans could see higher-than-usual ridership with drivers avoiding the roads that weekend.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the San Francisco Municipal Transportation Agency, emphasized that Muni Metro will be travelers’ best option for a “fast and easy trip” through SoMa, using the T Third/Central Subway or N Judah lines between the Caltrain depot at 4th and King streets, and the Market Street Subway.\u003c/p>\n\u003cfigure id=\"attachment_12065067\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065067\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger walks through the fare gate at Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The SFMTA will be ready to support people traveling in the city during the Caltrans closures,” Roccaforte said. “SFMTA parking control officers will be out directing traffic to keep pedestrians and traffic moving safely.”\u003c/p>\n\u003cp>BART also canceled planned single-tracking scheduled to replace lighting in order to open up trains for travelers who decide to commute in and out of the city that weekend, spokesperson Anna Duckworth said.\u003c/p>\n\u003cp>Randol White, a SamTrans spokesperson, said the closures are not expected to affect any weekend routes. However, “diversions from the closures could cause heavy traffic for our Route 292, which follows Mission Street through the affected area. Folsom Street is the suggested detour for drivers, but some of that extra surface street traffic could spill over to Mission.”\u003c/p>\n\u003ch2>What parts of San Francisco will be most affected by traffic from the I-80 closure detours? How bad could traffic get?\u003c/h2>\n\u003cp>Significant congestion and heavy travel delays are expected across SoMa, Mission Bay and surrounding corridors.\u003c/p>\n\u003cp>The severity of those delays, Shepherd warned, will depend on how many people choose to drive and use the detours — “which is why we’re really, really urging motorists that weekend not to be in that area and to use public transportation.”\u003c/p>\n\u003cp>“We’ve got a wonderful public transportation system, with BART and Bay ferries and Muni,” Shepherd said.\u003c/p>\n\u003ch2>What public events are happening in the Bay Area that weekend that could be affected by the I-80 closure?\u003c/h2>\n\u003cp>While there are no home games for the Giants, Warriors or Valkyries that weekend, there are a host of other events that could draw major crowds.\u003c/p>\n\u003cp>It’s the last weekend of the beloved\u003ca href=\"https://sfcherryblossom.org/\"> Northern California Cherry Blossom Festival\u003c/a> in Japantown, including the Sunday grand parade. At the same time, San Francisco will host the \u003ca href=\"https://sanfranciscoartfair.com/\">annual Art Fair\u003c/a> at Fort Mason.\u003c/p>\n\u003cfigure id=\"attachment_12036759\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Art Fair at the Fort Mason Festival Pavilion. \u003ccite>(Photography by Drew Bird, Courtesy of Art Market Productions.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And while San Francisco’s official 4/20 celebration on Hippie Hill has been canceled for the third year in a row, the party is far from over — the city has reintroduced the festivities as\u003ca href=\"https://sfspacewalk.com/\"> SF Space Walk\u003c/a>, a week of events culminating with a celebration at Divisadero Street dispensary Basa SF and an afterparty at barcade Emporium on Monday.\u003c/p>\n\u003ch2>What’s the reason for the closure?\u003c/h2>\n\u003cp>Maintenance crews will place polyester overlays and a new bridge joint onto the viaducts, which were originally built 71 years ago.\u003c/p>\n\u003cp>The project is part of a larger series of renovations Caltrans is spearheading throughout San Francisco, which began in October 2025.\u003c/p>\n\u003cp>These include four major corridors:\u003c/p>\n\u003cul>\n\u003cli>19th Avenue Repave: Rehabilitation of the entire length of pavement along 19th Avenue from Golden Gate Park to San Francisco State University, and upgrading facilities to ADA standards.\u003c/li>\n\u003cli>U.S. 101 Bayshore Rehabilitation Project: Improvements to the drainage systems; lane replacement with reinforced concrete paving and paving of freeway shoulder, ramps and mainline; and addition of new signage/striping/safety devices.\u003c/li>\n\u003cli>I-80 Central Freeway/U.S. 101 Viaduct Project: An overhaul of freeway decks and bridge rails, reconstruction of joints and addition of polyester overlay.\u003c/li>\n\u003cli>I-280 at Farallones Street Pedestrian Overcrossing Rehabilitation: Construction of a new pedestrian overcrossing at Interstate 280 near Cayuga Park.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12079175\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079175\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 9th Street onramp for eastbound I-80 in San Francisco on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Shepherd said the projects are necessary to make the structures usable for the next half-century.\u003c/p>\n\u003cp>“These are all … desperately needed to bring these structures up to code,” Shepherd said. “They’ve been strong and reliable for many, many years, but it’s time now to go and make sure that they’re rehabilitated.”\u003c/p>\n\u003cp>The first two projects are already underway, and the closures next weekend kick off the reconstruction of the viaduct project. The pedestrian overpass reconstruction is expected to start later this year.\u003c/p>\n\u003cp>As part of these improvements, overnight lane closures will continue through October 2026 on U.S. 101 and I-80.\u003c/p>\n\u003cp>Work is scheduled nightly from 10:00 p.m. to 6 a.m. During those hours, lanes 1 and 2 between U.S. 101 and the 4th Street/Bryant off-ramp will be closed, leaving one lane open for traffic. Drivers should expect reduced speeds, possible delays and shifting traffic patterns through the work zone.\u003c/p>\n\u003ch2>Why is this closure taking place over this weekend?\u003c/h2>\n\u003cp>Shepherd said Caltrans considered high-traffic events, school holidays and weather forecasts to determine a time when travelers would be least affected by the closure.\u003c/p>\n\u003cp>“Everyone loves San Francisco, so people are coming here all the time,” Shepherd said. “We just want them to be aware for this particular weekend to consider public transportation and consider another way to get in and get around.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/tgoldberg\">\u003cem>Ted Goldberg\u003c/em>\u003c/a>\u003cem>, \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a>\u003cem>, \u003c/em>\u003ca href=\"https://www.kqed.org/author/aaliahmad\">\u003cem>Ayah Ali-Ahmad\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">\u003cem>Azul Dahlstrom-Eckman\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Almost 2 miles of Interstate 80 will be closed on the weekend of April 17-19. Here’s what to know about the closure, traffic and detours.",
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"title": "I-80 Closure: What to Know About Travel Through San Francisco This Weekend | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> residents hoping to cruise through the city to Oakland this weekend may want to ditch their cars and hop on public transit, as a key stretch of eastbound Interstate 80 through San Francisco will be closed to traffic from Friday night through early Monday.\u003c/p>\n\u003cp>Motorists are strongly advised to avoid the area around I-80 in San Francisco and the interchange with U.S. Highway 101 for the entire weekend of April 17–19. For those committed to driving, expect heavy delays and budget extra travel time, \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-03-19-i80-eb-bayshore-weekend-closure\">Caltrans \u003c/a>said.\u003c/p>\n\u003cp>“We are trying to get the motorists to just avoid that area and choose not to drive. And if they do drive, to use one of the detours,” said Lori Shepherd, Caltrans’ public information officer for San Francisco County. “That would be really a great way to save themselves a lot of headaches.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The closures are part of what Caltrans calls “The Fab Rehab,” the agency’s ongoing \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-central-freeway-viaduct-rehab\">repair \u003c/a>of crucial viaducts near downtown, where I-80 intersects with U.S. 101 near the San Francisco–Oakland Bay Bridge.\u003c/p>\n\u003cp>Keep reading for what to know about the I-80 closure and how it could affect your weekend.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#HowmuchcouldtheBayBridgebeaffectedbytheI80closure\"> How could the Bay Bridge be affected by the I-80 closure?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What part of I-80 will be closed this weekend?\u003c/h2>\n\u003cp>Caltrans has planned a full weekend closure of about 1.6 miles of eastbound I-80, from 17th Street to 4th Street.\u003c/p>\n\u003cp>The connector ramps from northbound U.S. 101 at 17th Street and southbound U.S. 101 near Bryant Street will also be closed.\u003c/p>\n\u003cfigure id=\"attachment_12080104\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080104\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/I-80-Closure_3-1-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The stretch of I-80 through San Francisco which will be closed this weekend. \u003ccite>(Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For motorists traveling north on U.S. 101 through San Francisco, approaching the I-80 connector, Vermont Street will be the final exit.\u003c/p>\n\u003cp>Those who miss Vermont will be directed to take the 9th Street off-ramp and redirected through Bryant Street to reenter eastbound I-80 at the 5th Street on-ramp.\u003c/p>\n\u003cp>(Drivers should only take the 5th Street on-ramp if they wish to get onto the Bay Bridge, as there are no more exits to San Francisco on this part of eastbound I-80.)\u003c/p>\n\u003ch2>When exactly will the I-80 closure start and end?\u003c/h2>\n\u003cp>The 55-hour closure will start at 11:00 p.m. Friday, April 17, and end at 6:00 a.m. Monday, April 20.\u003c/p>\n\u003cp>While you may see trucks and maintenance crews entering the site beforehand, work doesn’t begin until the posted time, Shepherd said.\u003c/p>\n\u003cblockquote class=\"tiktok-embed\" style=\"max-width: 605px; min-width: 325px;\" cite=\"https://www.tiktok.com/@kqednews/video/7629799718335417631\" data-video-id=\"7629799718335417631\">\n\u003csection>\u003ca title=\"@kqednews\" href=\"https://www.tiktok.com/@kqednews?refer=embed\" target=\"_blank\" rel=\"noopener\">@kqednews\u003c/a>Bay Area residents hoping to cruise through the city to Oakland this weekend may want to ditch their cars and hop on public transit, as a key stretch of eastbound Interstate 80 through San Francisco will be closed to traffic from Friday night through early Monday. Motorists are strongly advised to avoid the area around I-80 in San Francisco and the interchange with U.S. Highway 101 for the entire weekend of April 17–19. For those committed to driving, expect heavy delays and budget extra travel time, Caltrans said. “We are trying to get the motorists to just avoid that area and choose not to drive. And if they do drive, to use one of the detours,” said Lori Shepherd, Caltrans’ public information officer for San Francisco County. “That would be really a great way to save themselves a lot of headaches.” The closures are part of what Caltrans calls “The Fab Rehab,” the agency’s ongoing repair of crucial viaducts near downtown, where I-80 intersects with U.S. 101 near the San Francisco–Oakland Bay Bridge. For the full guide on the closure, visit kqed.org.\u003ca title=\"♬ original sound - KQED News\" href=\"https://www.tiktok.com/music/original-sound-7629799749847206687?refer=embed\" target=\"_blank\" rel=\"noopener\">♬ original sound – KQED News\u003c/a>\n\u003c/section>\n\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"HowmuchcouldtheBayBridgebeaffectedbytheI80closure\">\u003c/a>How much could the Bay Bridge be affected by the I-80 closure?\u003c/h2>\n\u003cp>To be clear, the Bay Bridge will be open — but getting \u003cem>to \u003c/em>it through San Francisco will be a traffic nightmare.\u003c/p>\n\u003cp>Westbound I-80 will not be closed, so although people exiting the Bay Bridge into San Francisco will not have their routes affected by the closure, they’re still likely to face increased traffic in the area.\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the I-80 closure?\u003c/h2>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/FkDZn-lpB0E'\n title='//www.youtube.com/embed/FkDZn-lpB0E'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>For a detour from southbound U.S. 101 to eastbound I-80, people can take Folsom Street through SoMa to the Essex Street eastbound I-80 on-ramp.\u003c/p>\n\u003cp>From northbound U.S. 101, take the 9th Street-Civic Center exit. Continue straight onto Bryant Street, then take the 5th Street eastbound I-80 on-ramp onto the Bay Bridge.\u003c/p>\n\u003ch2>Who will be most affected by the I-80 closure?\u003c/h2>\n\u003cp>Caltrans said roughly 55,000 cars typically use that stretch of freeway during peak weekend hours, from 10 a.m. to 6 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12079179\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079179\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-14-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign announces a closure on I-80 on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While Shepherd emphasized that everyone driving into San Francisco and using its high-traffic arteries south of Market Street that weekend will run into detours and heavy traffic, he said the following travelers will likely be most affected:\u003c/p>\n\u003cul>\n\u003cli>People coming up from the Peninsula and the South Bay\u003c/li>\n\u003cli>Those heading across the Bay Bridge\u003c/li>\n\u003cli>Travelers heading north from San Francisco International Airport\u003c/li>\n\u003c/ul>\n\u003cp>Since the eastbound I-80 closure will last until 6 a.m. Monday, April 20, the earliest commuters traveling on the Bay Bridge and through the city that morning could find themselves affected by the final hours of the closure.\u003c/p>\n\u003ch2>Will public transit be affected by the I-80 closure?\u003c/h2>\n\u003cp>No, public transit will not be affected, although BART, Caltrain, Muni and SamTrans could see higher-than-usual ridership with drivers avoiding the roads that weekend.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the San Francisco Municipal Transportation Agency, emphasized that Muni Metro will be travelers’ best option for a “fast and easy trip” through SoMa, using the T Third/Central Subway or N Judah lines between the Caltrain depot at 4th and King streets, and the Market Street Subway.\u003c/p>\n\u003cfigure id=\"attachment_12065067\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12065067\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/20241204-BART-JY-032_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger walks through the fare gate at Montgomery BART Station in San Francisco, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The SFMTA will be ready to support people traveling in the city during the Caltrans closures,” Roccaforte said. “SFMTA parking control officers will be out directing traffic to keep pedestrians and traffic moving safely.”\u003c/p>\n\u003cp>BART also canceled planned single-tracking scheduled to replace lighting in order to open up trains for travelers who decide to commute in and out of the city that weekend, spokesperson Anna Duckworth said.\u003c/p>\n\u003cp>Randol White, a SamTrans spokesperson, said the closures are not expected to affect any weekend routes. However, “diversions from the closures could cause heavy traffic for our Route 292, which follows Mission Street through the affected area. Folsom Street is the suggested detour for drivers, but some of that extra surface street traffic could spill over to Mission.”\u003c/p>\n\u003ch2>What parts of San Francisco will be most affected by traffic from the I-80 closure detours? How bad could traffic get?\u003c/h2>\n\u003cp>Significant congestion and heavy travel delays are expected across SoMa, Mission Bay and surrounding corridors.\u003c/p>\n\u003cp>The severity of those delays, Shepherd warned, will depend on how many people choose to drive and use the detours — “which is why we’re really, really urging motorists that weekend not to be in that area and to use public transportation.”\u003c/p>\n\u003cp>“We’ve got a wonderful public transportation system, with BART and Bay ferries and Muni,” Shepherd said.\u003c/p>\n\u003ch2>What public events are happening in the Bay Area that weekend that could be affected by the I-80 closure?\u003c/h2>\n\u003cp>While there are no home games for the Giants, Warriors or Valkyries that weekend, there are a host of other events that could draw major crowds.\u003c/p>\n\u003cp>It’s the last weekend of the beloved\u003ca href=\"https://sfcherryblossom.org/\"> Northern California Cherry Blossom Festival\u003c/a> in Japantown, including the Sunday grand parade. At the same time, San Francisco will host the \u003ca href=\"https://sanfranciscoartfair.com/\">annual Art Fair\u003c/a> at Fort Mason.\u003c/p>\n\u003cfigure id=\"attachment_12036759\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/sf-art-fair-4-17-25-drew-bird-086-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Art Fair at the Fort Mason Festival Pavilion. \u003ccite>(Photography by Drew Bird, Courtesy of Art Market Productions.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>And while San Francisco’s official 4/20 celebration on Hippie Hill has been canceled for the third year in a row, the party is far from over — the city has reintroduced the festivities as\u003ca href=\"https://sfspacewalk.com/\"> SF Space Walk\u003c/a>, a week of events culminating with a celebration at Divisadero Street dispensary Basa SF and an afterparty at barcade Emporium on Monday.\u003c/p>\n\u003ch2>What’s the reason for the closure?\u003c/h2>\n\u003cp>Maintenance crews will place polyester overlays and a new bridge joint onto the viaducts, which were originally built 71 years ago.\u003c/p>\n\u003cp>The project is part of a larger series of renovations Caltrans is spearheading throughout San Francisco, which began in October 2025.\u003c/p>\n\u003cp>These include four major corridors:\u003c/p>\n\u003cul>\n\u003cli>19th Avenue Repave: Rehabilitation of the entire length of pavement along 19th Avenue from Golden Gate Park to San Francisco State University, and upgrading facilities to ADA standards.\u003c/li>\n\u003cli>U.S. 101 Bayshore Rehabilitation Project: Improvements to the drainage systems; lane replacement with reinforced concrete paving and paving of freeway shoulder, ramps and mainline; and addition of new signage/striping/safety devices.\u003c/li>\n\u003cli>I-80 Central Freeway/U.S. 101 Viaduct Project: An overhaul of freeway decks and bridge rails, reconstruction of joints and addition of polyester overlay.\u003c/li>\n\u003cli>I-280 at Farallones Street Pedestrian Overcrossing Rehabilitation: Construction of a new pedestrian overcrossing at Interstate 280 near Cayuga Park.\u003c/li>\n\u003c/ul>\n\u003cfigure id=\"attachment_12079175\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079175\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-02-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 9th Street onramp for eastbound I-80 in San Francisco on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Shepherd said the projects are necessary to make the structures usable for the next half-century.\u003c/p>\n\u003cp>“These are all … desperately needed to bring these structures up to code,” Shepherd said. “They’ve been strong and reliable for many, many years, but it’s time now to go and make sure that they’re rehabilitated.”\u003c/p>\n\u003cp>The first two projects are already underway, and the closures next weekend kick off the reconstruction of the viaduct project. The pedestrian overpass reconstruction is expected to start later this year.\u003c/p>\n\u003cp>As part of these improvements, overnight lane closures will continue through October 2026 on U.S. 101 and I-80.\u003c/p>\n\u003cp>Work is scheduled nightly from 10:00 p.m. to 6 a.m. During those hours, lanes 1 and 2 between U.S. 101 and the 4th Street/Bryant off-ramp will be closed, leaving one lane open for traffic. Drivers should expect reduced speeds, possible delays and shifting traffic patterns through the work zone.\u003c/p>\n\u003ch2>Why is this closure taking place over this weekend?\u003c/h2>\n\u003cp>Shepherd said Caltrans considered high-traffic events, school holidays and weather forecasts to determine a time when travelers would be least affected by the closure.\u003c/p>\n\u003cp>“Everyone loves San Francisco, so people are coming here all the time,” Shepherd said. “We just want them to be aware for this particular weekend to consider public transportation and consider another way to get in and get around.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/tgoldberg\">\u003cem>Ted Goldberg\u003c/em>\u003c/a>\u003cem>, \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a>\u003cem>, \u003c/em>\u003ca href=\"https://www.kqed.org/author/aaliahmad\">\u003cem>Ayah Ali-Ahmad\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">\u003cem>Azul Dahlstrom-Eckman\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "in-a-tech-hub-like-the-bay-area-why-do-bart-announcements-sound-so-ancient",
"title": "In a Tech Hub Like the Bay Area, Why Do BART Announcements Sound So Ancient?",
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"headTitle": "In a Tech Hub Like the Bay Area, Why Do BART Announcements Sound So Ancient? | KQED",
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"content": "\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">Bay Area Rapid Transit\u003c/a> — or BART — was a brand new, cutting-edge transportation system when it opened in 1972. Since then, its reputation has become a bit less high-tech. And while riders hear a variety of voices making announcements throughout the BART system, there are two that sound different — robotic, synthesized voices, one male and one female, that sound like they are from yesteryear.\u003c/p>\n\u003cp>And at least one rider has taken particular note.\u003c/p>\n\u003cp>“I never understood what it was saying,” Bay Curious listener Jimmy Tobin said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>To Jimmy, the voices sound rudimentary, like the voice of 1990s Microsoft Sam.\u003c/p>\n\u003cp>“I’m baffled by this thing,” he said. “I just can’t justify why this is so hard to understand and so easy to update.”\u003c/p>\n\u003cfigure id=\"attachment_12078618\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078618\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1522\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED-1536x1169.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sept. 11, 1972, BART opens to the public. On the first day alone, 15,000 people rode the new trains, despite the fact that they only ran between Fremont and MacArthur Stations in the East Bay. \u003ccite>(Courtesy Bay Area Rapid Transit))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It seems like a blatant contradiction to him that trains running through communities at the heart of the AI boom sound like they’re from the first computers ever made. He wants to know why these robotic announcements have never been updated.\u003c/p>\n\u003ch2>\u003cstrong>Passengers used to just wait\u003c/strong>\u003c/h2>\n\u003cp>Before the late 1990s, BART had no live train information or announcements for passengers. There would occasionally be voiced announcements in the case of major disruptions, but on a regular day, riders would consult a paper schedule to see when a train was supposed to arrive. In the case of delays, riders would wait on the platform, without any information on when the train might actually come.\u003c/p>\n\u003cp>Then, in 2000, BART began using a new piece of technology.[aside postID=news_12077572 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251027-ALMADENQUICKSILVER00034_TV-KQED.jpg'] The Advance Passenger Information System (APIS) is a data hub that allows BART to calculate and communicate live train locations. For the first time, BART had the ability to share real-time information with riders, like the estimated time of arrival of a train. They initially did this with digital signage on the train platforms.\u003c/p>\n\u003cp>The data would later be made publicly available, allowing for other platforms like navigation apps to utilize the live train information.\u003c/p>\n\u003cp>When this technology was rolling out in 2000, BART was also assessing the accessibility of its system for blind and visually impaired riders. BART’s policy became, “Anything that’s been written down, we need to also verbally say,” said Alicia Trost, chief communications officer at BART.\u003c/p>\n\u003cp>In order to translate the digital signs with real-time updates into verbal announcements, BART acquired a text-to-speech system from Lucent Technologies, a telecommunications company. And those synthesized voices that bug Tobin so much, they have names — George and Gracie. Listen closely, and you’ll hear that George announces trains in one direction and the Gracie announces trains in the opposite direction.\u003c/p>\n\u003cp>At the time, this was cutting-edge technology — the system could vocalize thousands of announcements per day with real-time information, all without any human involvement.\u003c/p>\n\u003cp>But in the past 26 years, George and Gracie have stayed mostly the same, and their limitations have become apparent. For an accessibility tool, they can be hard to understand, and compared to today’s voice synthesizing technology, they don’t sound very human.\u003c/p>\n\u003ch2>\u003cstrong>Why hasn’t BART updated George and Gracie?\u003c/strong>\u003c/h2>\n\u003cp>George and Gracie are proprietary to Lucent Technologies, which went out of business in the mid-2000s. The company is no longer around to provide updates, and BART doesn’t have access to the source code to make its own changes. The only thing that can be updated is the text that George and Gracie read.\u003c/p>\n\u003cp>“BART has really limited funding, and we have to think about the priority,” Trost said. “Things like replacing our trains are more important.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George and Gracie may be a bit outdated, but the system works, so updating it isn’t a top priority, Trost said.\u003c/p>\n\u003cp>It’s also clear that some Bay Area residents love George and Gracie.\u003c/p>\n\u003cp>In the computer game Roblox, users have \u003ca href=\"https://www.youtube.com/watch?v=24yglNNGJZ4\">featured their voices\u003c/a> in recreations of the BART system. As players drive or board a virtual BART train, George and Gracie are there announcing: “Now boarding at Embarcadero.”\u003c/p>\n\u003cp>They have also been a topic of discussion on Reddit and YouTube. \u003ca href=\"https://www.reddit.com/r/Bart/comments/1g130wj/the_voices_of_bart/?solution=4a4ea784b52b90a34a4ea784b52b90a3&js_challenge=1&token=bbbe4bf1c9a2b5160829c4be34da586108bdd3256eb2920042534355492efd5e\">One Reddit user, ‘get-a-mac,’\u003c/a> wrote, “I never want those voices gone. They are the voice of BART!”\u003c/p>\n\u003cp>Another with the handle StreetyMcCarface wrote, “Keep George and Gracie, they are iconic.”\u003c/p>\n\u003cp>Still, Trost said BART \u003cem>is \u003c/em>looking to replace the announcement system at some point, which will force some tough decisions.\u003c/p>\n\u003cp>“Do we introduce new voices or do we actually replicate the old George and Gracie that sound so dated, because people love them?” Trost said.\u003c/p>\n\u003cp>BART is currently facing a $376 million deficit, raising big questions about its future. It’s forcing Bay Area residents to consider a world without BART and its role in the culture of the bay, big and small.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price:\u003c/b>\u003cspan style=\"font-weight: 400\"> Bay Area Rapid Transit. Our dear friend, BART. \u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">For regular riders, your whirs, squeaks and horns are part of the everyday soundtrack of life.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">always\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> hear you coming. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Whir of a train pulling into the station\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">We appreciate those timely warnings… \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">The doors are closing please stand clear of the doors\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">And how you help us not miss our stop. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Arriving at 16th street Mission\u003c/span>\u003c/i>\u003ci>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Every now and then, someone \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">real\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> pops in\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">This is BART operation control…\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Jimmy Tobin, our question asker, has been fixated on one particular sound in the BART ecosystem. A set of announcements …\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> So sometimes it feels like there’s like a lower kind of male voice that’s like, feels like it’s from like war games, like WOPR kind of style. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Wargames Clip:\u003c/b>\u003cspan style=\"font-weight: 400\"> This box interprets signals from the computer and turns it into sounds. “Shall we play a game?” \u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> And there’s a higher female voice is kind of like 90s Microsoft Sam style.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Microsoft Sam: \u003c/b>\u003cspan style=\"font-weight: 400\">Hello, I am Microsoft Sam. I am the most popular voice of Microsoft.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">There are a variety of voices riders hear throughout BART, some of which are voiced by actual people. But it’s \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">these\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> robotic and synthesized voices that Jimmy can’t stop hearing … \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Three car Fremont Train now boarding, platform 2.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Jimmy is an audio engineer at Google who actually works on synthesized speech models, and these voices really \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">bothered\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> him. One day when he was waiting for a BART train and heard an announcement for a train heading toward the Oakland Airport.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">6-car Blue line train for OAK Airport Dublin in 15 minutes. 6-car Green line train for OAK Airport Barryessa in 19 minutes\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> I never understood what it was saying. I always thought it was, like, Oasis? And so I was just like, what is this word? And then I look at the board and it’s like, OAK, and I’m like, why didn’t it say Oakland? Like, and so I’m baffled by this thing.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">It felt like such a contradiction to him that \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">this \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">was a voice of the transit system going through the home to the AI Boom… where all the newest tech is being developed.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> And I kept being like, it must be for, like, accessibility or maybe it’s like, it doesn’t have accents or something. And I was just like, I just can’t justify why this is so hard to understand and so easy to update. That’s why I came to you guys.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">He wants to know the backstory behind these voices – and where they came from.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin: \u003c/b>\u003cspan style=\"font-weight: 400\">What has been the decision-making to keep it?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">I’m Olivia Allen-Price and you’re listening to Bay Curious. Today on the show we answer Jimmy’s questions. Stay with us. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Sponsor Break\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">To tell us more about the voices behind BART, we pass it to KQED’s Ana De Almeida Amaral…\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">When BART first opened to the public on Sept. 11, 1972, the world looked different.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">1970s music plays\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Richard Nixon was president of the United States. Elvis Presley’s “Burning Love” was charting. And Bay Area residents flocked to try out the new Bay Area Rapid Transit system.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the time it only ran for 11 stops — from the McArthur Station in Oakland down to Fremont.\u003c/span>\u003c/p>\n\u003cp>\u003cb>BART Commercial:\u003c/b>\u003cspan style=\"font-weight: 400\"> The decade of the 1970s, is the decade of the decade of transportation alternatives…but the first large-scale breakthrough in moving great numbers of people rapidly and economically is the SF Bay Area Rapid Transit system, commonly called BART.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">When BART first opened, there was no live train information for riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The only way riders knew when a train was coming was by reading a paper schedule. You might hear an announcement for major occurrences like if a train was completely out of service. But if your train was a little delayed, you’d sit and wait– without any information on when it would actually arrive.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But then in 2000, everything changed.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">BART developed a piece of technology called the Advanced Passenger Information System. For the first time, BART knew the live locations of trains throughout the system. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Riders now got real time information about when their train would arrive..\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Alicia Trost is the Chief Communications Officer at BART. She told me more about this era.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> We had digital screens on the platform that gave you the, what we call ETAs, estimated time arrivals of the train. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And this was a pretty big deal… but at a time where new legislation mandated accessibility for disabled people— BART had to ask some important questions…\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> But what if you’re low vision and you can’t see or you’re blind? And so there was this big policy decision to say anything that’s been written down, we need to also verbally say.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">BART chose a text-to-speech system to voice these announcements. It came from Lucent Technologies– a telecommunications company. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And so in 2000, this synthesized voice speaking for BART was born. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> It’s a computer with zero emotion, and it’s… every… word… is… spaced… apart.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Voices were tested at different speeds and levels of breathiness. Riders gave input on the versions that were easiest to understand that led to the final version.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The feminine voice of this system was named Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Gracie:\u003c/b>\u003cspan style=\"font-weight: 400\"> 6 car richmond train now approaching platform 1 \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And the masculine voice was named George.\u003c/span>\u003c/p>\n\u003cp>\u003cb>George:\u003c/b>\u003cspan style=\"font-weight: 400\"> 10 car San Francisco-Milbrae train in 8 minutes\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">George and Gracie announce a train’s estimated time of arrival, when a train is actively arriving, and when it is boarding. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In 2000, this was cutting edge technology– announcements made automatically, without any human involvement.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Yes, there were and still also are \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">human voiced\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> announcements when there are big disruptions or delays… but even today, you’ll hear George and Gracie while waiting for a train. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost: \u003c/b>\u003cspan style=\"font-weight: 400\">So next time you’re in a bart station, really pay attention. You’ll hear George’s voice for one direction only and Gracie’s voice for the opposite direction.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">[Beat]\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Since 2000, George and Gracie have been the voices we hear on BART platforms. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And in the past 26 years, there has been very little change. That’s because the actual text-to-speech system is \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">proprietary\u003c/span>\u003c/i> \u003ci>\u003cspan style=\"font-weight: 400\">to Lucent Technologies\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">. And after the demise of the company in the mid 2000s, they haven’t been around to provide any updates. And the kicker is BART doesn’t have access to the source code so they can’t change it. The only thing they can do is change the text that George and Gracie speak. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So, I asked Alicia Jimmy’s question: Why hasn’t this been replaced ?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost: \u003c/b>\u003cspan style=\"font-weight: 400\">Because it works and BART has really limited funding and when we go for capital funds, that’s the type of money we use to replace this system we have to think about the priority and things like replacing our trains is more important.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">But she says that BART \u003c/span>\u003cb>\u003ci>is\u003c/i>\u003c/b> \u003cspan style=\"font-weight: 400\">aware of the limitations of this technology– they’ve gotten that feedback and they want to replace it in the future. So, they are looking at piloting a new PA system.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> And part of that is introducing what will be new voices. And it makes me nervous to even say that because this is going to cause great fear and debate among riders and the public… Do we introduce new voices or do we actually replicate the old George and Gracie that sounds so dated, but because people love them. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And, despite their flaws, it seems like lots of people love these voices.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> We frequently get asked about George and Gracie, and people tell us they love it. And we also know that there’s a lot of young people who adore the sound and have actually built in Roblox full-on BART systems.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And they include recordings George and Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So as you’re driving or boarding a virtual BART train in the 3D world of roblox, you’ll hear their voices!\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Sounds of Roblox game\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Aside from Roblox, George and Gracie have been a topic of discussion on Reddit and Youtube. And while there are the usual criticisms and suggestions to change it, it’s interesting to see what these voices represent for some people who love them: \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">One person on reddit with the username ‘Get-a-Mac’ says:\u003c/span>\u003c/p>\n\u003cp>\u003cb>Voice Over:\u003c/b>\u003cspan style=\"font-weight: 400\"> “I never want those voices gone. They are the voice of BART!\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Another user, COD Gamer 19, says:\u003c/span>\u003c/p>\n\u003cp>\u003cb>Voice Over: \u003c/b>\u003cspan style=\"font-weight: 400\">Gracie and George are a part of BART’s history, it wouldn’t feel the same without them, they’re a part of the bay as a whole.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> So I just know that it’s a popular topic because of how much I see it like in the culture of the Bay Area.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Today, there are questions about the future of BART, especially as \u003c/span>\u003cspan style=\"font-weight: 400\">“They face a 376 million dollar budget deficit.”\u003c/span>\u003cspan style=\"font-weight: 400\"> It’s forcing us to consider the ways BART impacts our lives and culture. And frankly, what it might be like to live without it.These questions go far beyond George and Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But still, this little piece of technology, stuck in time, reminds us of how quickly things have changed. And maybe, it brings you a little joy –or frustration –iin the monotony of your commute. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Gracie:\u003c/b>\u003cspan style=\"font-weight: 400\"> George, it’s time to get back to work.\u003c/span>\u003c/p>\n\u003cp>\u003cb>George:\u003c/b>\u003cspan style=\"font-weight: 400\"> You are right as usual, Gracie. Goodbye and thanks for visiting.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">That was KQED’s Ana De Almeida Amaral. Jimmy Tobin thank you for asking the question. There is no question too big or small for Bay Curious – if you’ve got one that’s been itching in your mind, send it our way over at \u003c/span>\u003ca href=\"http://baycurious.org\">\u003cspan style=\"font-weight: 400\">BayCurious.org\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> or shoot us an email. We’re at \u003c/span>\u003ca href=\"mailto:baycurious@kqed.org\">\u003cspan style=\"font-weight: 400\">baycurious@kqed.org\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Bay Curious is made by Katrina Schwartz, Christopher Beale and me Olivia Allen-Price.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on team KQED.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">I’m Olivia Allen-Price. Thanks for listening.\u003c/span>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">Bay Area Rapid Transit\u003c/a> — or BART — was a brand new, cutting-edge transportation system when it opened in 1972. Since then, its reputation has become a bit less high-tech. And while riders hear a variety of voices making announcements throughout the BART system, there are two that sound different — robotic, synthesized voices, one male and one female, that sound like they are from yesteryear.\u003c/p>\n\u003cp>And at least one rider has taken particular note.\u003c/p>\n\u003cp>“I never understood what it was saying,” Bay Curious listener Jimmy Tobin said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>To Jimmy, the voices sound rudimentary, like the voice of 1990s Microsoft Sam.\u003c/p>\n\u003cp>“I’m baffled by this thing,” he said. “I just can’t justify why this is so hard to understand and so easy to update.”\u003c/p>\n\u003cfigure id=\"attachment_12078618\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078618\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1522\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED-160x122.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/250403-BART-VOICES-01-KQED-1536x1169.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Sept. 11, 1972, BART opens to the public. On the first day alone, 15,000 people rode the new trains, despite the fact that they only ran between Fremont and MacArthur Stations in the East Bay. \u003ccite>(Courtesy Bay Area Rapid Transit))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It seems like a blatant contradiction to him that trains running through communities at the heart of the AI boom sound like they’re from the first computers ever made. He wants to know why these robotic announcements have never been updated.\u003c/p>\n\u003ch2>\u003cstrong>Passengers used to just wait\u003c/strong>\u003c/h2>\n\u003cp>Before the late 1990s, BART had no live train information or announcements for passengers. There would occasionally be voiced announcements in the case of major disruptions, but on a regular day, riders would consult a paper schedule to see when a train was supposed to arrive. In the case of delays, riders would wait on the platform, without any information on when the train might actually come.\u003c/p>\n\u003cp>Then, in 2000, BART began using a new piece of technology.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp> The Advance Passenger Information System (APIS) is a data hub that allows BART to calculate and communicate live train locations. For the first time, BART had the ability to share real-time information with riders, like the estimated time of arrival of a train. They initially did this with digital signage on the train platforms.\u003c/p>\n\u003cp>The data would later be made publicly available, allowing for other platforms like navigation apps to utilize the live train information.\u003c/p>\n\u003cp>When this technology was rolling out in 2000, BART was also assessing the accessibility of its system for blind and visually impaired riders. BART’s policy became, “Anything that’s been written down, we need to also verbally say,” said Alicia Trost, chief communications officer at BART.\u003c/p>\n\u003cp>In order to translate the digital signs with real-time updates into verbal announcements, BART acquired a text-to-speech system from Lucent Technologies, a telecommunications company. And those synthesized voices that bug Tobin so much, they have names — George and Gracie. Listen closely, and you’ll hear that George announces trains in one direction and the Gracie announces trains in the opposite direction.\u003c/p>\n\u003cp>At the time, this was cutting-edge technology — the system could vocalize thousands of announcements per day with real-time information, all without any human involvement.\u003c/p>\n\u003cp>But in the past 26 years, George and Gracie have stayed mostly the same, and their limitations have become apparent. For an accessibility tool, they can be hard to understand, and compared to today’s voice synthesizing technology, they don’t sound very human.\u003c/p>\n\u003ch2>\u003cstrong>Why hasn’t BART updated George and Gracie?\u003c/strong>\u003c/h2>\n\u003cp>George and Gracie are proprietary to Lucent Technologies, which went out of business in the mid-2000s. The company is no longer around to provide updates, and BART doesn’t have access to the source code to make its own changes. The only thing that can be updated is the text that George and Gracie read.\u003c/p>\n\u003cp>“BART has really limited funding, and we have to think about the priority,” Trost said. “Things like replacing our trains are more important.\u003c/p>\n\u003cfigure id=\"attachment_12044953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12044953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-009_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George and Gracie may be a bit outdated, but the system works, so updating it isn’t a top priority, Trost said.\u003c/p>\n\u003cp>It’s also clear that some Bay Area residents love George and Gracie.\u003c/p>\n\u003cp>In the computer game Roblox, users have \u003ca href=\"https://www.youtube.com/watch?v=24yglNNGJZ4\">featured their voices\u003c/a> in recreations of the BART system. As players drive or board a virtual BART train, George and Gracie are there announcing: “Now boarding at Embarcadero.”\u003c/p>\n\u003cp>They have also been a topic of discussion on Reddit and YouTube. \u003ca href=\"https://www.reddit.com/r/Bart/comments/1g130wj/the_voices_of_bart/?solution=4a4ea784b52b90a34a4ea784b52b90a3&js_challenge=1&token=bbbe4bf1c9a2b5160829c4be34da586108bdd3256eb2920042534355492efd5e\">One Reddit user, ‘get-a-mac,’\u003c/a> wrote, “I never want those voices gone. They are the voice of BART!”\u003c/p>\n\u003cp>Another with the handle StreetyMcCarface wrote, “Keep George and Gracie, they are iconic.”\u003c/p>\n\u003cp>Still, Trost said BART \u003cem>is \u003c/em>looking to replace the announcement system at some point, which will force some tough decisions.\u003c/p>\n\u003cp>“Do we introduce new voices or do we actually replicate the old George and Gracie that sound so dated, because people love them?” Trost said.\u003c/p>\n\u003cp>BART is currently facing a $376 million deficit, raising big questions about its future. It’s forcing Bay Area residents to consider a world without BART and its role in the culture of the bay, big and small.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cb>Olivia Allen-Price:\u003c/b>\u003cspan style=\"font-weight: 400\"> Bay Area Rapid Transit. Our dear friend, BART. \u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">For regular riders, your whirs, squeaks and horns are part of the everyday soundtrack of life.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">We \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">always\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> hear you coming. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Whir of a train pulling into the station\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">We appreciate those timely warnings… \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">The doors are closing please stand clear of the doors\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">And how you help us not miss our stop. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Arriving at 16th street Mission\u003c/span>\u003c/i>\u003ci>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Every now and then, someone \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">real\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> pops in\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">This is BART operation control…\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Jimmy Tobin, our question asker, has been fixated on one particular sound in the BART ecosystem. A set of announcements …\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> So sometimes it feels like there’s like a lower kind of male voice that’s like, feels like it’s from like war games, like WOPR kind of style. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Wargames Clip:\u003c/b>\u003cspan style=\"font-weight: 400\"> This box interprets signals from the computer and turns it into sounds. “Shall we play a game?” \u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> And there’s a higher female voice is kind of like 90s Microsoft Sam style.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Microsoft Sam: \u003c/b>\u003cspan style=\"font-weight: 400\">Hello, I am Microsoft Sam. I am the most popular voice of Microsoft.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">There are a variety of voices riders hear throughout BART, some of which are voiced by actual people. But it’s \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">these\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> robotic and synthesized voices that Jimmy can’t stop hearing … \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Three car Fremont Train now boarding, platform 2.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">Jimmy is an audio engineer at Google who actually works on synthesized speech models, and these voices really \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">bothered\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> him. One day when he was waiting for a BART train and heard an announcement for a train heading toward the Oakland Airport.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">6-car Blue line train for OAK Airport Dublin in 15 minutes. 6-car Green line train for OAK Airport Barryessa in 19 minutes\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> I never understood what it was saying. I always thought it was, like, Oasis? And so I was just like, what is this word? And then I look at the board and it’s like, OAK, and I’m like, why didn’t it say Oakland? Like, and so I’m baffled by this thing.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">It felt like such a contradiction to him that \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">this \u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">was a voice of the transit system going through the home to the AI Boom… where all the newest tech is being developed.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin:\u003c/b>\u003cspan style=\"font-weight: 400\"> And I kept being like, it must be for, like, accessibility or maybe it’s like, it doesn’t have accents or something. And I was just like, I just can’t justify why this is so hard to understand and so easy to update. That’s why I came to you guys.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">He wants to know the backstory behind these voices – and where they came from.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Jimmy Tobin: \u003c/b>\u003cspan style=\"font-weight: 400\">What has been the decision-making to keep it?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">I’m Olivia Allen-Price and you’re listening to Bay Curious. Today on the show we answer Jimmy’s questions. Stay with us. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Sponsor Break\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">To tell us more about the voices behind BART, we pass it to KQED’s Ana De Almeida Amaral…\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">When BART first opened to the public on Sept. 11, 1972, the world looked different.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">1970s music plays\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Richard Nixon was president of the United States. Elvis Presley’s “Burning Love” was charting. And Bay Area residents flocked to try out the new Bay Area Rapid Transit system.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the time it only ran for 11 stops — from the McArthur Station in Oakland down to Fremont.\u003c/span>\u003c/p>\n\u003cp>\u003cb>BART Commercial:\u003c/b>\u003cspan style=\"font-weight: 400\"> The decade of the 1970s, is the decade of the decade of transportation alternatives…but the first large-scale breakthrough in moving great numbers of people rapidly and economically is the SF Bay Area Rapid Transit system, commonly called BART.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">When BART first opened, there was no live train information for riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The only way riders knew when a train was coming was by reading a paper schedule. You might hear an announcement for major occurrences like if a train was completely out of service. But if your train was a little delayed, you’d sit and wait– without any information on when it would actually arrive.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But then in 2000, everything changed.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">BART developed a piece of technology called the Advanced Passenger Information System. For the first time, BART knew the live locations of trains throughout the system. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Riders now got real time information about when their train would arrive..\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Alicia Trost is the Chief Communications Officer at BART. She told me more about this era.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> We had digital screens on the platform that gave you the, what we call ETAs, estimated time arrivals of the train. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And this was a pretty big deal… but at a time where new legislation mandated accessibility for disabled people— BART had to ask some important questions…\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> But what if you’re low vision and you can’t see or you’re blind? And so there was this big policy decision to say anything that’s been written down, we need to also verbally say.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">BART chose a text-to-speech system to voice these announcements. It came from Lucent Technologies– a telecommunications company. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And so in 2000, this synthesized voice speaking for BART was born. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> It’s a computer with zero emotion, and it’s… every… word… is… spaced… apart.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Voices were tested at different speeds and levels of breathiness. Riders gave input on the versions that were easiest to understand that led to the final version.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The feminine voice of this system was named Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Gracie:\u003c/b>\u003cspan style=\"font-weight: 400\"> 6 car richmond train now approaching platform 1 \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And the masculine voice was named George.\u003c/span>\u003c/p>\n\u003cp>\u003cb>George:\u003c/b>\u003cspan style=\"font-weight: 400\"> 10 car San Francisco-Milbrae train in 8 minutes\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">George and Gracie announce a train’s estimated time of arrival, when a train is actively arriving, and when it is boarding. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In 2000, this was cutting edge technology– announcements made automatically, without any human involvement.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Yes, there were and still also are \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">human voiced\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\"> announcements when there are big disruptions or delays… but even today, you’ll hear George and Gracie while waiting for a train. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost: \u003c/b>\u003cspan style=\"font-weight: 400\">So next time you’re in a bart station, really pay attention. You’ll hear George’s voice for one direction only and Gracie’s voice for the opposite direction.\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">[Beat]\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Since 2000, George and Gracie have been the voices we hear on BART platforms. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">And in the past 26 years, there has been very little change. That’s because the actual text-to-speech system is \u003c/span>\u003ci>\u003cspan style=\"font-weight: 400\">proprietary\u003c/span>\u003c/i> \u003ci>\u003cspan style=\"font-weight: 400\">to Lucent Technologies\u003c/span>\u003c/i>\u003cspan style=\"font-weight: 400\">. And after the demise of the company in the mid 2000s, they haven’t been around to provide any updates. And the kicker is BART doesn’t have access to the source code so they can’t change it. The only thing they can do is change the text that George and Gracie speak. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So, I asked Alicia Jimmy’s question: Why hasn’t this been replaced ?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost: \u003c/b>\u003cspan style=\"font-weight: 400\">Because it works and BART has really limited funding and when we go for capital funds, that’s the type of money we use to replace this system we have to think about the priority and things like replacing our trains is more important.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">But she says that BART \u003c/span>\u003cb>\u003ci>is\u003c/i>\u003c/b> \u003cspan style=\"font-weight: 400\">aware of the limitations of this technology– they’ve gotten that feedback and they want to replace it in the future. So, they are looking at piloting a new PA system.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> And part of that is introducing what will be new voices. And it makes me nervous to even say that because this is going to cause great fear and debate among riders and the public… Do we introduce new voices or do we actually replicate the old George and Gracie that sounds so dated, but because people love them. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And, despite their flaws, it seems like lots of people love these voices.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> We frequently get asked about George and Gracie, and people tell us they love it. And we also know that there’s a lot of young people who adore the sound and have actually built in Roblox full-on BART systems.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">And they include recordings George and Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So as you’re driving or boarding a virtual BART train in the 3D world of roblox, you’ll hear their voices!\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Sounds of Roblox game\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Aside from Roblox, George and Gracie have been a topic of discussion on Reddit and Youtube. And while there are the usual criticisms and suggestions to change it, it’s interesting to see what these voices represent for some people who love them: \u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">One person on reddit with the username ‘Get-a-Mac’ says:\u003c/span>\u003c/p>\n\u003cp>\u003cb>Voice Over:\u003c/b>\u003cspan style=\"font-weight: 400\"> “I never want those voices gone. They are the voice of BART!\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Another user, COD Gamer 19, says:\u003c/span>\u003c/p>\n\u003cp>\u003cb>Voice Over: \u003c/b>\u003cspan style=\"font-weight: 400\">Gracie and George are a part of BART’s history, it wouldn’t feel the same without them, they’re a part of the bay as a whole.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Alicia Trost:\u003c/b>\u003cspan style=\"font-weight: 400\"> So I just know that it’s a popular topic because of how much I see it like in the culture of the Bay Area.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Ana De Almeida Amaral: \u003c/b>\u003cspan style=\"font-weight: 400\">Today, there are questions about the future of BART, especially as \u003c/span>\u003cspan style=\"font-weight: 400\">“They face a 376 million dollar budget deficit.”\u003c/span>\u003cspan style=\"font-weight: 400\"> It’s forcing us to consider the ways BART impacts our lives and culture. And frankly, what it might be like to live without it.These questions go far beyond George and Gracie.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But still, this little piece of technology, stuck in time, reminds us of how quickly things have changed. And maybe, it brings you a little joy –or frustration –iin the monotony of your commute. \u003c/span>\u003c/p>\n\u003cp>\u003cb>Gracie:\u003c/b>\u003cspan style=\"font-weight: 400\"> George, it’s time to get back to work.\u003c/span>\u003c/p>\n\u003cp>\u003cb>George:\u003c/b>\u003cspan style=\"font-weight: 400\"> You are right as usual, Gracie. Goodbye and thanks for visiting.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Olivia Allen-Price: \u003c/b>\u003cspan style=\"font-weight: 400\">That was KQED’s Ana De Almeida Amaral. Jimmy Tobin thank you for asking the question. There is no question too big or small for Bay Curious – if you’ve got one that’s been itching in your mind, send it our way over at \u003c/span>\u003ca href=\"http://baycurious.org\">\u003cspan style=\"font-weight: 400\">BayCurious.org\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> or shoot us an email. We’re at \u003c/span>\u003ca href=\"mailto:baycurious@kqed.org\">\u003cspan style=\"font-weight: 400\">baycurious@kqed.org\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Bay Curious is made by Katrina Schwartz, Christopher Beale and me Olivia Allen-Price.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on team KQED.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">I’m Olivia Allen-Price. Thanks for listening.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Clipper 2.0 Is Still Seeing Hourslong Outages, and a Full Fix Is Months Away",
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"content": "\u003cp>While problems continue to plague the rollout of an \u003ca href=\"https://www.kqed.org/news/12074359/ongoing-clipper-2-0-issues-plague-bay-area-transit-agencies-seniors-and-low-income-riders\">upgraded Clipper\u003c/a> fare payment system, incurring significant costs and frustrating transit riders with outages and glitches, a full resolution of the issues is still months away, officials said this week.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the $461 million contract to develop and run next-generation Clipper, delivered a detailed report about the system’s multitude of problems to the Bay Area transit agency officials who make up the Clipper Executive Board at a meeting on Monday.\u003c/p>\n\u003cp>The system, also known as Clipper 2.0, promised \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new features\u003c/a> such as discounted transfers and instant availability of added funds, and upgrading all of the approximately 15 million Clipper cards was originally scheduled to take eight to 12 weeks. But with critical issues still affecting nearly every aspect of the system since it launched Dec. 10, just 1.3 million accounts have been upgraded so far, according to Angus Davol, assistant director for Clipper development and budget at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>With an uncertain timeline for completion now stretching into the next fiscal year, Clipper managers say the project is causing significant increases in operating costs, as transit agencies and riders grow increasingly frustrated with Cubic’s delivery of the product.\u003c/p>\n\u003cp>Monday’s meeting revealed Cubic has recorded 10 major incidents accounting for over 33 hours of service outages since Clipper 2.0 launched. As recently as last Wednesday, the system experienced an outage of three hours and 48 minutes, during which all ticket vending machines showed a “Verify failure and limit” message, and Clipper users were unable to make a purchase with their card.\u003c/p>\n\u003cp>That particular outage coincided with the Giants’ first game of the season.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ I was out on the Caltrain platform on Giants’ opening day and saw riders queued up and struggling with the ticket vending machine,” said Adina Levin, the executive director of the transportation advocacy nonprofit group Seamless Bay Area.\u003c/p>\n\u003cp>A separate outage earlier this month lasted over 12 hours. Transit agencies’ fare inspection devices went offline, and Clipper users couldn’t access their accounts.\u003c/p>\n\u003cp>Board members voiced their frustration with the company at Monday’s meeting.\u003c/p>\n\u003cp>“ When is the outage going to be in April? Certainly, there’s going to be a minimum of one,” said board member Robert Powers, BART’s general manager.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">Clipper 2.0 has seen issues\u003c/a> with mobile wallets, account migration, ticket vending machines, fare inspection devices used by transit agencies and customer service platforms.[aside postID=news_12075737 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg']“ While the next generation Clipper system is live and progress continues, some riders, frontline staff and transit operators have had experiences they should not expect,” Cynthia Eng, senior vice president and general manager at Cubic, said at Monday’s meeting.\u003c/p>\n\u003cp>The depth of the issues plaguing the Clipper system has forced Cubic to refrain from upgrading accounts in batches, instead moving more slowly on a case-by-case basis.\u003c/p>\n\u003cp>This has left next-generation Clipper in a monthslong “soft launch” phase, in which the Metropolitan Transportation Commission is refraining from advertising the upgrade’s benefits until critical issues are resolved and the bulk migration of accounts is completed. Cubic now estimates that it will have addressed enough of the critical issues that it could test a bulk migration of accounts by May 30.\u003c/p>\n\u003cp>“ Frankly, as a board member, I feel helpless. I see problems getting resolved and new problems coming up,” said board member Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority. “ I just can’t help but wonder what damage has been done to our ridership.”\u003c/p>\n\u003cp>A February MTC memo shared with KQED said that the contract between Cubic and MTC “provides certain methods of redress for underperformance by Cubic. Staff are currently engaged in evaluation of our options.”\u003c/p>\n\u003cp>With the ongoing issues, MTC is preparing for the possibility that the previous version of Clipper will have to remain in service into next year. Staff are proposing to allocate an additional $3.4 million in next fiscal year’s budget to continue funding the original version of Clipper into next March, meaning a complete transition to Clipper 2.0 could still be a year away.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The budget proposal also includes an additional $7.6 million to cover increased customer service center staffing. The call center currently receives 35,000 calls a month, nearly three times what it was originally contracted to handle.\u003c/p>\n\u003cp>One BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said they felt frustrated and stuck by the ongoing issues.\u003c/p>\n\u003cp>“ I want to support growing ridership, and I feel like I don’t have the tools to do my job,” the station agent told KQED. “I like it when I can help people. It’s unfortunate and embarrassing to have dedication to our work and not have the tools to do it, to be embarrassed of your product and not have a way to improve it.”\u003c/p>\n\u003cp>When asked about the financial impact of courtesy rides that station agents may give riders who have problems with Clipper, MTC spokesperson John Goodwin said the commission does not have an estimate of revenue loss for the overall system or for specific agencies “because we don’t have a count of how many transit riders have been waved through fare gates or onto a bus.”\u003c/p>\n\u003cp>“There’s no question that some fare revenue went uncollected during Clipper system outages, but neither we nor the participating agencies can precisely determine how much,” Goodwin told KQED in an email.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesperson Alicia Trost told KQED earlier this month that the agency had not submitted any reimbursement requests to MTC.\u003c/p>\n\u003cp>The MTC estimated that an hourslong systemwide Clipper outage on July 1, 2025, led to $386,005 in lost revenue for BART, which MTC reimbursed.\u003c/p>\n\u003cp>Other major Bay Area transit agencies are expressing frustration.\u003c/p>\n\u003cp>“If Caltrain can’t accurately and reliably check fares every time, with every accepted bank card and credit card, and do it very quickly, that has a significant impact on customer experience and on our ability to collect fares that help fund transit,” Caltrain Director of Government and Community Affairs Jason Baker told KQED in an email.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency told KQED that it did not appear issues with Clipper 2.0 were hurting its budget, adding that the majority of challenges so far have had to do with Cubic’s own software.\u003c/p>\n\u003cp>“We understood how tremendous an undertaking this would be, and the rollout did not meet our standards or expectations,” SFMTA Director of Communications Parisa Safarzadeh told KQED.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>While problems continue to plague the rollout of an \u003ca href=\"https://www.kqed.org/news/12074359/ongoing-clipper-2-0-issues-plague-bay-area-transit-agencies-seniors-and-low-income-riders\">upgraded Clipper\u003c/a> fare payment system, incurring significant costs and frustrating transit riders with outages and glitches, a full resolution of the issues is still months away, officials said this week.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the $461 million contract to develop and run next-generation Clipper, delivered a detailed report about the system’s multitude of problems to the Bay Area transit agency officials who make up the Clipper Executive Board at a meeting on Monday.\u003c/p>\n\u003cp>The system, also known as Clipper 2.0, promised \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">new features\u003c/a> such as discounted transfers and instant availability of added funds, and upgrading all of the approximately 15 million Clipper cards was originally scheduled to take eight to 12 weeks. But with critical issues still affecting nearly every aspect of the system since it launched Dec. 10, just 1.3 million accounts have been upgraded so far, according to Angus Davol, assistant director for Clipper development and budget at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>With an uncertain timeline for completion now stretching into the next fiscal year, Clipper managers say the project is causing significant increases in operating costs, as transit agencies and riders grow increasingly frustrated with Cubic’s delivery of the product.\u003c/p>\n\u003cp>Monday’s meeting revealed Cubic has recorded 10 major incidents accounting for over 33 hours of service outages since Clipper 2.0 launched. As recently as last Wednesday, the system experienced an outage of three hours and 48 minutes, during which all ticket vending machines showed a “Verify failure and limit” message, and Clipper users were unable to make a purchase with their card.\u003c/p>\n\u003cp>That particular outage coincided with the Giants’ first game of the season.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ I was out on the Caltrain platform on Giants’ opening day and saw riders queued up and struggling with the ticket vending machine,” said Adina Levin, the executive director of the transportation advocacy nonprofit group Seamless Bay Area.\u003c/p>\n\u003cp>A separate outage earlier this month lasted over 12 hours. Transit agencies’ fare inspection devices went offline, and Clipper users couldn’t access their accounts.\u003c/p>\n\u003cp>Board members voiced their frustration with the company at Monday’s meeting.\u003c/p>\n\u003cp>“ When is the outage going to be in April? Certainly, there’s going to be a minimum of one,” said board member Robert Powers, BART’s general manager.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">Clipper 2.0 has seen issues\u003c/a> with mobile wallets, account migration, ticket vending machines, fare inspection devices used by transit agencies and customer service platforms.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ While the next generation Clipper system is live and progress continues, some riders, frontline staff and transit operators have had experiences they should not expect,” Cynthia Eng, senior vice president and general manager at Cubic, said at Monday’s meeting.\u003c/p>\n\u003cp>The depth of the issues plaguing the Clipper system has forced Cubic to refrain from upgrading accounts in batches, instead moving more slowly on a case-by-case basis.\u003c/p>\n\u003cp>This has left next-generation Clipper in a monthslong “soft launch” phase, in which the Metropolitan Transportation Commission is refraining from advertising the upgrade’s benefits until critical issues are resolved and the bulk migration of accounts is completed. Cubic now estimates that it will have addressed enough of the critical issues that it could test a bulk migration of accounts by May 30.\u003c/p>\n\u003cp>“ Frankly, as a board member, I feel helpless. I see problems getting resolved and new problems coming up,” said board member Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority. “ I just can’t help but wonder what damage has been done to our ridership.”\u003c/p>\n\u003cp>A February MTC memo shared with KQED said that the contract between Cubic and MTC “provides certain methods of redress for underperformance by Cubic. Staff are currently engaged in evaluation of our options.”\u003c/p>\n\u003cp>With the ongoing issues, MTC is preparing for the possibility that the previous version of Clipper will have to remain in service into next year. Staff are proposing to allocate an additional $3.4 million in next fiscal year’s budget to continue funding the original version of Clipper into next March, meaning a complete transition to Clipper 2.0 could still be a year away.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The budget proposal also includes an additional $7.6 million to cover increased customer service center staffing. The call center currently receives 35,000 calls a month, nearly three times what it was originally contracted to handle.\u003c/p>\n\u003cp>One BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said they felt frustrated and stuck by the ongoing issues.\u003c/p>\n\u003cp>“ I want to support growing ridership, and I feel like I don’t have the tools to do my job,” the station agent told KQED. “I like it when I can help people. It’s unfortunate and embarrassing to have dedication to our work and not have the tools to do it, to be embarrassed of your product and not have a way to improve it.”\u003c/p>\n\u003cp>When asked about the financial impact of courtesy rides that station agents may give riders who have problems with Clipper, MTC spokesperson John Goodwin said the commission does not have an estimate of revenue loss for the overall system or for specific agencies “because we don’t have a count of how many transit riders have been waved through fare gates or onto a bus.”\u003c/p>\n\u003cp>“There’s no question that some fare revenue went uncollected during Clipper system outages, but neither we nor the participating agencies can precisely determine how much,” Goodwin told KQED in an email.\u003c/p>\n\u003cfigure id=\"attachment_12051374\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051374\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART spokesperson Alicia Trost told KQED earlier this month that the agency had not submitted any reimbursement requests to MTC.\u003c/p>\n\u003cp>The MTC estimated that an hourslong systemwide Clipper outage on July 1, 2025, led to $386,005 in lost revenue for BART, which MTC reimbursed.\u003c/p>\n\u003cp>Other major Bay Area transit agencies are expressing frustration.\u003c/p>\n\u003cp>“If Caltrain can’t accurately and reliably check fares every time, with every accepted bank card and credit card, and do it very quickly, that has a significant impact on customer experience and on our ability to collect fares that help fund transit,” Caltrain Director of Government and Community Affairs Jason Baker told KQED in an email.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency told KQED that it did not appear issues with Clipper 2.0 were hurting its budget, adding that the majority of challenges so far have had to do with Cubic’s own software.\u003c/p>\n\u003cp>“We understood how tremendous an undertaking this would be, and the rollout did not meet our standards or expectations,” SFMTA Director of Communications Parisa Safarzadeh told KQED.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n",
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},
"closealltabs": {
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"order": 9
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"meta": {
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"source": "WNYC"
},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
},
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
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"order": 18
},
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"meta": {
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
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},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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