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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Safety is always our top priority,” SFMTA Director Julie Kirschbaum said in a statement. “We are committed to accountability in response to this specific unacceptable incident and we are taking all necessary steps to keep Muni safe and reliable for all riders and the public.”\u003c/p>\n\u003cp>On Sept. 24, riders aboard the N Judah headed east had their usual morning commute upended after the train sped through its Duboce Ave. and Noe Street stop at the east end of the Sunset Tunnel, instead picking up speed and merging onto Duboce Avenue before halting abruptly about a half block later.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/edOHnZFP1yU'\n title='//www.youtube.com/embed/edOHnZFP1yU'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Riders told KQED at the time that they were prepared to crash or derail as seconds seemed to pass without any effort to slow the vehicle down.\u003c/p>\n\u003cp>The video shows the train picking up significant speed in the tunnel, reaching 50 miles per hour just before it emerged. As its track veers right, passengers were jolted to the left. Some yelled out as the conductor appeared to come to attention and repeatedly press a button on the control board. Over the next few seconds, the train speed slows, dropping to about 25 miles per hour before it reaches the road and cuts off a car driving west.\u003c/p>\n\u003cp>Muni’s average speed is between \u003ca href=\"https://web.archive.org/web/20090205230220/http:/www.sfmta.com/cms/cmta/documents/MuniUniqueCostOpenEnv.pdf\">eight and 10 miles per hour\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” Jack Logar, who was on his way to work downtown, told KQED at the time. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>Once the vehicle comes to a stop in front of Duboce Park Cafe, video footage shows the operator enter the front car, saying repeatedly that the vehicle “wouldn’t stop” and that the “emergency brake wouldn’t even hit.”\u003c/p>\n\u003cp>“I’m sorry. Relax, relax, relax,” she says in the footage. Later, speaking to another Muni employee, she says she was trying to slow down the train as it was emerging from the tunnel, but that it continued to pick up speed.\u003c/p>\n\u003cp>Muni said shortly after the incident that its preliminary investigation found no issues with the train, first raising questions of human error. The agency confirmed Monday that the braking system performed as designed.\u003c/p>\n\u003cp>It also said it has reinforced existing training on watching for signs of fatigue, and was beginning to work with manufacturers or software that could limit speeds in specific locations.\u003c/p>\n\u003cp>“It’s really, really concerning,” Kenny Sandon, who was on board, said Monday. “I really hope this is like a smoking gun for Muni to take action and make sure this doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.[aside postID=news_12059533 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg']The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Officials working on the BART extension through downtown San José are creating a backup plan in case federal funding is delayed or cut off. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "San Francisco Completes Redesign of West Portal Station After Tragic 2024 Crash",
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"content": "\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.[aside postID=news_11992918 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg']Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> has taken a major step to clear the way for developers across the state to build new, taller apartments near\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> transit hubs\u003c/a>.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed legislation on Friday that would allow for the construction of denser multi-family housing in neighborhoods within a half-mile of bustling train and bus stops on major transit networks like BART, Caltrain or the L.A. Metro rail system, overriding local zoning laws. Buildings closest to the transit hubs could go up to nine stories.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://www.kqed.org/news/12042670/controversial-housing-near-transit-bill-advances-to-next-stop-in-legislature\">SB 79\u003c/a>, has been viewed as one of the most significant \u003ca href=\"https://www.kqed.org/housing\">housing bills in decades\u003c/a>. It’s state Sen. Scott Wiener’s \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">latest of several attempts\u003c/a> to spur new housing construction, a movement that has made \u003ca href=\"https://www.kqed.org/news/12057068/are-yimbys-winning-the-housing-debate\">political gains this year\u003c/a> — and, at the same time, to increase public transit’s revenue by drawing new ridership.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“SB 79 is a historic step toward tackling the root cause of California’s affordability crisis — our profound shortage of homes and too few people having access to transit,” Wiener, D-San Francisco, said in a statement.\u003c/p>\n\u003cp>The bill, which will apply only to eight urbanized California counties with 16 or more passenger rail stations, also allows zoning for five- to eight-story buildings adjacent to light rail lines, as well as daily trains and rapid bus transit or streets with dedicated bus lanes. It takes effect July 1, 2026, in San Francisco, San Mateo, Santa Clara, Alameda, Sacramento, Los Angeles, Orange and San Diego counties, absent cities’ alternative plans for transit-oriented upzoning.\u003c/p>\n\u003cfigure id=\"attachment_12010450\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010450\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener speaks at a press event in front of the SFUSD offices in San Francisco on Oct. 21, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It will also allow transit agencies to set their own zoning rules on properties they own adjacent to transit-oriented development.\u003c/p>\n\u003cp>Proponents argue that a shortage of affordable housing has ensnared the state in an unaffordability crisis, exacerbated by “permitting, rezoning, and public funding barriers to build” affordable housing in the state, according to Wiener.\u003c/p>\n\u003cp>“We have [now] undone decades of housing prohibitions in our cities near the transit stations that we’ve all paid for, and we’ll start to see hopefully soon a [return] to the way California was envisioning its growth when we built these transit stations,” said Matt Lewis, a spokesperson for California YIMBY, a group that advocates for accelerating housing development.\u003c/p>\n\u003cp>Cities must meet the housing targets outlined in the state’s \u003ca href=\"https://www.kqed.org/forum/2010101885996/california-cities-struggle-to-meet-new-housing-planning-guidelines\">Regional Housing Needs Assessment\u003c/a> to avoid lawsuits, losses in funding and other consequences, including what’s known as \u003ca href=\"https://www.kqed.org/news/11945744/california-building-boom-a-new-law-promised-big-but-has-yet-to-deliver-in-the-bay-area\">the “builder’s remedy,”\u003c/a> which allows developers to sidestep local zoning restrictions if the city is out of compliance with state housing law.[aside postID=news_12042670 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/008_KQED_Housing_Oakland_02212020_3485_qed-1020x680.jpg']Yet, how to achieve ambitious housing goals has caused controversy in a state where how and what to build is a touchy subject.\u003c/p>\n\u003cp>In San Francisco, city leaders are working on a plan to add more than 36,000 homes to the city’s west side and northern neighborhoods as part of\u003ca href=\"http://kqed.org/news/12057448/on-sfs-west-side-a-push-to-protect-historic-landmarks-amid-plans-for-more-housing\"> a new “family zoning” push\u003c/a> that would exempt these parts of the city from SB 79. If the Board of Supervisors doesn’t approve that plan by January, the state will start to impose fines and withhold critical funding for the city.\u003c/p>\n\u003cp>“There are real consequences if we fail to pass family zoning,” San Francisco Mayor Daniel Lurie said Friday in an \u003ca href=\"https://www.instagram.com/p/DPo2PTUEoEc/?hl=en\">Instagram post\u003c/a> about the carveouts in SB 79. “The state is ready with what they call the builder’s remedy, which means unlimited height and density on every block and stripping the city of all decision-making power on new projects.”\u003c/p>\n\u003cp>In discussions in the Capitol, equity groups \u003ca href=\"https://wclp.org/sb79-oppose-unless-amended-to-protect-housing-input-affordability/\">argued\u003c/a> that the bill does not enshrine affordability requirements for new housing. Los Angeles Mayor Karen Bass \u003ca href=\"https://laist.com/news/housing-homelessness/los-angeles-sb-79-map-neighborhoods-address-housing-california-bill-bass-newsom\">urged Newsom to veto the bill\u003c/a>, saying that it would “erode local control, diminish community input on planning and zoning and disproportionately impact low-resource neighborhoods.” And homeowner groups have said they \u003ca href=\"https://archive.ph/MIOix#selection-3119.0-3134.0\">fear\u003c/a> the bill will \u003ca href=\"https://www.nbcsandiego.com/news/local/people-take-to-the-streets-of-south-park-to-protest-california-housing-bill/3897316/\">affect\u003c/a> the character of their neighborhoods and price out small businesses.\u003c/p>\n\u003cp>However, the bill cleared political hurdles and narrowly passed both houses of the Legislature after adding provisions for labor unions, and by exempting areas that are already covered by local housing policy that promotes transit. That allowed it to avoid the fate of Wiener’s previous three attempts in the last seven years.\u003c/p>\n\u003cp>Newsom’s decision was highly anticipated for weeks. His signing represents a significant step in California’s housing experiment, alongside several other housing bills signed Friday — including one to slash red tape around converting office buildings into residences and multiple bills meant to streamline the construction of accessory dwelling units.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "SB 79 from San Francisco state Sen. Scott Wiener builds on years of advocacy to add more housing stock in California’s biggest metro areas, overriding local zoning laws. ",
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"title": "Newsom Signs Ambitious Bill to Boost Housing Density Near Public Transit | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> has taken a major step to clear the way for developers across the state to build new, taller apartments near\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> transit hubs\u003c/a>.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed legislation on Friday that would allow for the construction of denser multi-family housing in neighborhoods within a half-mile of bustling train and bus stops on major transit networks like BART, Caltrain or the L.A. Metro rail system, overriding local zoning laws. Buildings closest to the transit hubs could go up to nine stories.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://www.kqed.org/news/12042670/controversial-housing-near-transit-bill-advances-to-next-stop-in-legislature\">SB 79\u003c/a>, has been viewed as one of the most significant \u003ca href=\"https://www.kqed.org/housing\">housing bills in decades\u003c/a>. It’s state Sen. Scott Wiener’s \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">latest of several attempts\u003c/a> to spur new housing construction, a movement that has made \u003ca href=\"https://www.kqed.org/news/12057068/are-yimbys-winning-the-housing-debate\">political gains this year\u003c/a> — and, at the same time, to increase public transit’s revenue by drawing new ridership.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“SB 79 is a historic step toward tackling the root cause of California’s affordability crisis — our profound shortage of homes and too few people having access to transit,” Wiener, D-San Francisco, said in a statement.\u003c/p>\n\u003cp>The bill, which will apply only to eight urbanized California counties with 16 or more passenger rail stations, also allows zoning for five- to eight-story buildings adjacent to light rail lines, as well as daily trains and rapid bus transit or streets with dedicated bus lanes. It takes effect July 1, 2026, in San Francisco, San Mateo, Santa Clara, Alameda, Sacramento, Los Angeles, Orange and San Diego counties, absent cities’ alternative plans for transit-oriented upzoning.\u003c/p>\n\u003cfigure id=\"attachment_12010450\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12010450\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241021-SFUSD-BREED-STATE-PRESSER-MD-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener speaks at a press event in front of the SFUSD offices in San Francisco on Oct. 21, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It will also allow transit agencies to set their own zoning rules on properties they own adjacent to transit-oriented development.\u003c/p>\n\u003cp>Proponents argue that a shortage of affordable housing has ensnared the state in an unaffordability crisis, exacerbated by “permitting, rezoning, and public funding barriers to build” affordable housing in the state, according to Wiener.\u003c/p>\n\u003cp>“We have [now] undone decades of housing prohibitions in our cities near the transit stations that we’ve all paid for, and we’ll start to see hopefully soon a [return] to the way California was envisioning its growth when we built these transit stations,” said Matt Lewis, a spokesperson for California YIMBY, a group that advocates for accelerating housing development.\u003c/p>\n\u003cp>Cities must meet the housing targets outlined in the state’s \u003ca href=\"https://www.kqed.org/forum/2010101885996/california-cities-struggle-to-meet-new-housing-planning-guidelines\">Regional Housing Needs Assessment\u003c/a> to avoid lawsuits, losses in funding and other consequences, including what’s known as \u003ca href=\"https://www.kqed.org/news/11945744/california-building-boom-a-new-law-promised-big-but-has-yet-to-deliver-in-the-bay-area\">the “builder’s remedy,”\u003c/a> which allows developers to sidestep local zoning restrictions if the city is out of compliance with state housing law.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Yet, how to achieve ambitious housing goals has caused controversy in a state where how and what to build is a touchy subject.\u003c/p>\n\u003cp>In San Francisco, city leaders are working on a plan to add more than 36,000 homes to the city’s west side and northern neighborhoods as part of\u003ca href=\"http://kqed.org/news/12057448/on-sfs-west-side-a-push-to-protect-historic-landmarks-amid-plans-for-more-housing\"> a new “family zoning” push\u003c/a> that would exempt these parts of the city from SB 79. If the Board of Supervisors doesn’t approve that plan by January, the state will start to impose fines and withhold critical funding for the city.\u003c/p>\n\u003cp>“There are real consequences if we fail to pass family zoning,” San Francisco Mayor Daniel Lurie said Friday in an \u003ca href=\"https://www.instagram.com/p/DPo2PTUEoEc/?hl=en\">Instagram post\u003c/a> about the carveouts in SB 79. “The state is ready with what they call the builder’s remedy, which means unlimited height and density on every block and stripping the city of all decision-making power on new projects.”\u003c/p>\n\u003cp>In discussions in the Capitol, equity groups \u003ca href=\"https://wclp.org/sb79-oppose-unless-amended-to-protect-housing-input-affordability/\">argued\u003c/a> that the bill does not enshrine affordability requirements for new housing. Los Angeles Mayor Karen Bass \u003ca href=\"https://laist.com/news/housing-homelessness/los-angeles-sb-79-map-neighborhoods-address-housing-california-bill-bass-newsom\">urged Newsom to veto the bill\u003c/a>, saying that it would “erode local control, diminish community input on planning and zoning and disproportionately impact low-resource neighborhoods.” And homeowner groups have said they \u003ca href=\"https://archive.ph/MIOix#selection-3119.0-3134.0\">fear\u003c/a> the bill will \u003ca href=\"https://www.nbcsandiego.com/news/local/people-take-to-the-streets-of-south-park-to-protest-california-housing-bill/3897316/\">affect\u003c/a> the character of their neighborhoods and price out small businesses.\u003c/p>\n\u003cp>However, the bill cleared political hurdles and narrowly passed both houses of the Legislature after adding provisions for labor unions, and by exempting areas that are already covered by local housing policy that promotes transit. That allowed it to avoid the fate of Wiener’s previous three attempts in the last seven years.\u003c/p>\n\u003cp>Newsom’s decision was highly anticipated for weeks. His signing represents a significant step in California’s housing experiment, alongside several other housing bills signed Friday — including one to slash red tape around converting office buildings into residences and multiple bills meant to streamline the construction of accessory dwelling units.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/abandlamudi\">\u003cem>Adhiti Bandlamudi\u003c/em>\u003c/a>\u003cem> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators",
"title": "Frightening Incident on SF Muni Train Is Under Investigation by State Regulators",
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"headTitle": "Frightening Incident on SF Muni Train Is Under Investigation by State Regulators | KQED",
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"content": "\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.[aside postID=news_12057465 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250325-ApartmentsonWestside-21-BL_qed.jpg']“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The California Public Utilities Commission is looking into what caused a morning N Judah train to barrel through a planned stop last week, and it appears human error could be at fault.\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-audit-flags-overtime-costs-weak-controls-as-agency-spends-96-million",
"title": "BART Audit Flags Overtime Costs, Weak Controls as Agency Spends $96 Million",
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"content": "\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.[aside postID=news_12052690 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A new watchdog report reveals BART spent nearly $100 million on overtime in recent years, raising concerns about staffing, weak data systems and long-term financial management.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail",
"title": "SF Muni Riders Say Morning Train Barreled Through Stop, Felt Like It Could Derail",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">San Francisco’s Muni\u003c/a> is investigating after riders on the N Judah train reported a frightening Wednesday morning commute that they said seemed to go largely unaddressed.\u003c/p>\n\u003cp>About 8:38 a.m., a train headed east coming out of the Sunset Tunnel barreled through its usual stop at Duboce Avenue and Noe Street, making multiple S curves along the track at abnormal speeds. Many passengers standing in its packed aisles were knocked over, according to people on the train.\u003c/p>\n\u003cp>“It was definitely scary. I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” said Jack Logar, whose usual work commute on the N Judah was interrupted by the incident. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Logar and other riders said the train came to an abrupt stop about half a block past its usual drop-off point, where all of the passengers exited. After it was cleared, the train moved a bit farther toward the station at Duboce and Church Street, where Muni attendants were seen boarding and assessing it.\u003c/p>\n\u003cp>The train was put on hold, and Muni was investigating, according to spokesperson Erica Kato. She said there were no reports of injuries.\u003c/p>\n\u003cfigure id=\"attachment_12057471\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057471\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait for the train at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logar said it felt like the driver didn’t apply any brakes until about 100 yards past the station, in front of Duboce Park Cafe. Another rider said that as the train was going through the tunnel, they heard a loud sound and the train picked up speed rapidly as it went downhill. It took two curves at high speeds, jerking and knocking people forward.\u003c/p>\n\u003cp>“It seems like we were pretty close to derailing, and it seems like we narrowly avoided what could have been a major accident,” Logar said. “It was definitely out of control.”\u003c/p>\n\u003cp>As the train came out of the tunnel, it blew past its usual stop onto Duboce Avenue. Kenny Sandon, another rider en route to work, wrote via email, “thank goodness no pedestrians or cars were hit as that is a shared roadway.”[aside postID=news_12056134 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GETTYIMAGES-1788126569-KQED-1020x680.jpg']One person commenting on a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1npg9xs/anyone_know_what_happened_with_the_muni_n_at/\">Reddit thread about the morning’s incident\u003c/a> said that given the busy intersection where the close call occurred, “I’m surprised someone’s Tesla didn’t get t-boned.”\u003c/p>\n\u003cp>“Perhaps SF needs more funding for Muni maintenance and less free concerts,” another said.\u003c/p>\n\u003cp>Logar and other riders told KQED that there wasn’t any announcement from a train attendant when the vehicle came to a stop, but when the doors opened, riders took it as a cue to get off. One said they smelled burning plastic.\u003c/p>\n\u003cp>Sandon said the driver exited the vehicle, visibly shaken and was saying in passing that the train wouldn’t stop.\u003c/p>\n\u003cp>As of midday, there hadn’t been any report on the Muni Alert website, but a number of riders said they had submitted complaints to the agency. Logar said he didn’t expect any acknowledgement from the Municipal Transportation Agency.\u003c/p>\n\u003cp>“A lot of people would agree that San Francisco city departments have a lot of trouble self-regulating,” he told KQED. “I was very doubtful about any reports to Muni actually leading to any change or removing a driver if they acted inappropriately. This is clearly a very unsafe event, and I honestly doubt Muni and [San Francisco’s] ability to self-police.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco’s Muni is investigating after riders on an eastbound N Judah train said it sped through the Sunset Tunnel, missed its station and then came to an abrupt stop.",
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"title": "SF Muni Riders Say Morning Train Barreled Through Stop, Felt Like It Could Derail | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">San Francisco’s Muni\u003c/a> is investigating after riders on the N Judah train reported a frightening Wednesday morning commute that they said seemed to go largely unaddressed.\u003c/p>\n\u003cp>About 8:38 a.m., a train headed east coming out of the Sunset Tunnel barreled through its usual stop at Duboce Avenue and Noe Street, making multiple S curves along the track at abnormal speeds. Many passengers standing in its packed aisles were knocked over, according to people on the train.\u003c/p>\n\u003cp>“It was definitely scary. I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” said Jack Logar, whose usual work commute on the N Judah was interrupted by the incident. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Logar and other riders said the train came to an abrupt stop about half a block past its usual drop-off point, where all of the passengers exited. After it was cleared, the train moved a bit farther toward the station at Duboce and Church Street, where Muni attendants were seen boarding and assessing it.\u003c/p>\n\u003cp>The train was put on hold, and Muni was investigating, according to spokesperson Erica Kato. She said there were no reports of injuries.\u003c/p>\n\u003cfigure id=\"attachment_12057471\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057471\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/20231128-Muni-011-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait for the train at West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Logar said it felt like the driver didn’t apply any brakes until about 100 yards past the station, in front of Duboce Park Cafe. Another rider said that as the train was going through the tunnel, they heard a loud sound and the train picked up speed rapidly as it went downhill. It took two curves at high speeds, jerking and knocking people forward.\u003c/p>\n\u003cp>“It seems like we were pretty close to derailing, and it seems like we narrowly avoided what could have been a major accident,” Logar said. “It was definitely out of control.”\u003c/p>\n\u003cp>As the train came out of the tunnel, it blew past its usual stop onto Duboce Avenue. Kenny Sandon, another rider en route to work, wrote via email, “thank goodness no pedestrians or cars were hit as that is a shared roadway.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>One person commenting on a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1npg9xs/anyone_know_what_happened_with_the_muni_n_at/\">Reddit thread about the morning’s incident\u003c/a> said that given the busy intersection where the close call occurred, “I’m surprised someone’s Tesla didn’t get t-boned.”\u003c/p>\n\u003cp>“Perhaps SF needs more funding for Muni maintenance and less free concerts,” another said.\u003c/p>\n\u003cp>Logar and other riders told KQED that there wasn’t any announcement from a train attendant when the vehicle came to a stop, but when the doors opened, riders took it as a cue to get off. One said they smelled burning plastic.\u003c/p>\n\u003cp>Sandon said the driver exited the vehicle, visibly shaken and was saying in passing that the train wouldn’t stop.\u003c/p>\n\u003cp>As of midday, there hadn’t been any report on the Muni Alert website, but a number of riders said they had submitted complaints to the agency. Logar said he didn’t expect any acknowledgement from the Municipal Transportation Agency.\u003c/p>\n\u003cp>“A lot of people would agree that San Francisco city departments have a lot of trouble self-regulating,” he told KQED. “I was very doubtful about any reports to Muni actually leading to any change or removing a driver if they acted inappropriately. This is clearly a very unsafe event, and I honestly doubt Muni and [San Francisco’s] ability to self-police.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/santa-clara\">Santa Clara\u003c/a> Valley Transportation Authority is offering free rides on its buses and trains all day Tuesday.\u003c/p>\n\u003cp>“Free Fare Day,” as the VTA is calling the event, starts at the beginning of service in the early morning hours of Tuesday, Sept. 23, and will run through 3 a.m. Wednesday, Sept. 24, the agency said.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, said Free Fare Day is a way for the agency to thank existing riders, and a way to attract potential new riders with the hope of reviving sluggish train ridership figures and boosting revenue during its current multi-year budget deficit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“They may say, ‘OK, well I’ll take the train this day, or I’ll take the bus this particular day because I don’t have to pay,’ and that may turn them into a new regular customer,” Hendler Ross said.\u003c/p>\n\u003cp>The daylong free rides also coincide with All Aboard Transit Day, part of the larger \u003ca href=\"https://sftransitriders.org/transitmonth/\">Transit Month \u003c/a>celebrations in September by more than 20 of the region’s public transit agencies.\u003c/p>\n\u003cfigure id=\"attachment_12057154\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057154\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A VTA bus rolls down First Street in San José on June 26, 2025. \u003ccite>(Joseph Geha/ KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During \u003ca href=\"https://allaboardbayarea.com/\">All Aboard Transit Day\u003c/a>, various agencies are hosting events, participating in panel discussions and giving away transit-branded swag, among other efforts, to drum up interest and boost transit use.\u003c/p>\n\u003cp>“Transit Month is something to just raise the consciousness of transit in people’s minds, to let them know that it’s here, to remind them that it is environmentally a great way to get around the Bay Area,” Hendler Ross said.\u003c/p>\n\u003cp>VTA buses and light rail trains move tens of thousands of people around the South Bay each day, but the agency has faced major challenges, including the tightening financial picture and a 17-day \u003ca href=\"https://www.kqed.org/news/12030584/santa-clara-county-transit-grinds-to-a-halt-as-vta-workers-strike\">strike\u003c/a> by its bus drivers and train operators in March that only came to an end by \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">order of a judge\u003c/a>.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']The agency has seen steady growth in its bus ridership after the pandemic, and currently sits at about 90% of pre-pandemic levels, with some days exceeding those prior totals, Hendler Ross said.\u003c/p>\n\u003cp>Light rail trains, however, have faced a harder road to recovery, remaining about 60% as full as they were before the pandemic, which she attributed to the rise in remote work and partial shutdowns for improvements in recent years.\u003c/p>\n\u003cp>The agency’s board approved a two-year budget earlier this summer that includes using reserves to cover a roughly $868,000 hole in fiscal year 2026, and millions more in reserves, along with cost-saving measures, to patch a nearly \u003ca href=\"https://www.vta.org/sites/default/files/2025-09/Biennial-Budget-FY26-FY27.pdf\">$15 million gap\u003c/a> in 2027.\u003c/p>\n\u003cp>The agency is also heading up the effort to build a 6-mile, four-station \u003ca href=\"https://www.kqed.org/news/12051730/the-vta-is-all-in-on-one-tunnel-to-connect-san-jose-by-bart\">extension\u003c/a> of the BART system through downtown San José and into Santa Clara. That project, expected to be finished in 2037, would complete a long-held vision to encircle the Bay with transit options.\u003c/p>\n\u003cp>The extension project is currently expected to cost roughly $12.7 billion.\u003c/p>\n\u003cp>Riders can plan trips on \u003ca href=\"https://www.vta.org/\">VTA\u003c/a> buses and light rail trains through the agency’s \u003ca href=\"https://www.vta.org/trip-planner\">Trip Planner \u003c/a>or on the agency’s \u003ca href=\"https://www.vta.org/go/transit-app\">app\u003c/a>.\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/santa-clara\">Santa Clara\u003c/a> Valley Transportation Authority is offering free rides on its buses and trains all day Tuesday.\u003c/p>\n\u003cp>“Free Fare Day,” as the VTA is calling the event, starts at the beginning of service in the early morning hours of Tuesday, Sept. 23, and will run through 3 a.m. Wednesday, Sept. 24, the agency said.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, said Free Fare Day is a way for the agency to thank existing riders, and a way to attract potential new riders with the hope of reviving sluggish train ridership figures and boosting revenue during its current multi-year budget deficit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“They may say, ‘OK, well I’ll take the train this day, or I’ll take the bus this particular day because I don’t have to pay,’ and that may turn them into a new regular customer,” Hendler Ross said.\u003c/p>\n\u003cp>The daylong free rides also coincide with All Aboard Transit Day, part of the larger \u003ca href=\"https://sftransitriders.org/transitmonth/\">Transit Month \u003c/a>celebrations in September by more than 20 of the region’s public transit agencies.\u003c/p>\n\u003cfigure id=\"attachment_12057154\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12057154\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250626-VTAFILE-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A VTA bus rolls down First Street in San José on June 26, 2025. \u003ccite>(Joseph Geha/ KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During \u003ca href=\"https://allaboardbayarea.com/\">All Aboard Transit Day\u003c/a>, various agencies are hosting events, participating in panel discussions and giving away transit-branded swag, among other efforts, to drum up interest and boost transit use.\u003c/p>\n\u003cp>“Transit Month is something to just raise the consciousness of transit in people’s minds, to let them know that it’s here, to remind them that it is environmentally a great way to get around the Bay Area,” Hendler Ross said.\u003c/p>\n\u003cp>VTA buses and light rail trains move tens of thousands of people around the South Bay each day, but the agency has faced major challenges, including the tightening financial picture and a 17-day \u003ca href=\"https://www.kqed.org/news/12030584/santa-clara-county-transit-grinds-to-a-halt-as-vta-workers-strike\">strike\u003c/a> by its bus drivers and train operators in March that only came to an end by \u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\">order of a judge\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency has seen steady growth in its bus ridership after the pandemic, and currently sits at about 90% of pre-pandemic levels, with some days exceeding those prior totals, Hendler Ross said.\u003c/p>\n\u003cp>Light rail trains, however, have faced a harder road to recovery, remaining about 60% as full as they were before the pandemic, which she attributed to the rise in remote work and partial shutdowns for improvements in recent years.\u003c/p>\n\u003cp>The agency’s board approved a two-year budget earlier this summer that includes using reserves to cover a roughly $868,000 hole in fiscal year 2026, and millions more in reserves, along with cost-saving measures, to patch a nearly \u003ca href=\"https://www.vta.org/sites/default/files/2025-09/Biennial-Budget-FY26-FY27.pdf\">$15 million gap\u003c/a> in 2027.\u003c/p>\n\u003cp>The agency is also heading up the effort to build a 6-mile, four-station \u003ca href=\"https://www.kqed.org/news/12051730/the-vta-is-all-in-on-one-tunnel-to-connect-san-jose-by-bart\">extension\u003c/a> of the BART system through downtown San José and into Santa Clara. That project, expected to be finished in 2037, would complete a long-held vision to encircle the Bay with transit options.\u003c/p>\n\u003cp>The extension project is currently expected to cost roughly $12.7 billion.\u003c/p>\n\u003cp>Riders can plan trips on \u003ca href=\"https://www.vta.org/\">VTA\u003c/a> buses and light rail trains through the agency’s \u003ca href=\"https://www.vta.org/trip-planner\">Trip Planner \u003c/a>or on the agency’s \u003ca href=\"https://www.vta.org/go/transit-app\">app\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”[aside postID=news_12054754 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-bartoutage00435_TV_qed.jpg']Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Public transit\u003c/a> riders in the Bay Area are used to the occasional delay, but news that sorely needed state funding could be running late has sent advocates into emergency mode.\u003c/p>\n\u003cp>Dressed as medical responders, activists carried mock transit vehicles on stretchers across San Francisco’s Civic Center Plaza on Monday to implore Gov. Gavin Newsom to deliver a promised $750 million loan. The money, meant to prevent looming service cuts at some of the Bay Area’s largest transit agencies, would bridge the gap until lawmakers can put a regional funding measure on the ballot.\u003c/p>\n\u003cp>“ This emergency loan would stave off imminent service cuts that would devastate working people, seniors, students, families and businesses,” said Carter Lavin, co-founder of the Transbay Coalition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The rally came after state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, said \u003ca href=\"https://www.kqed.org/news/12054992/newsom-will-not-provide-stopgap-loan-to-prevent-cuts-to-bay-area-transit-lawmakers-say\">Saturday \u003c/a>that the California Department of Finance informed them that it would not finalize the loan before Friday’s legislative deadline.\u003c/p>\n\u003cp>“This failure by the Department of Finance is unacceptable,” the senators wrote in a press release.\u003c/p>\n\u003cp>But by Monday, Newsom’s office sought to dispel the notion that the loan would not be delivered.\u003c/p>\n\u003cfigure id=\"attachment_12055197\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055197\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">State Sen. Scott Wiener addresses a rally at San Francisco Civic Center Plaza on Monday, Sept. 8, 2025. More than a hundred transit advocates and elected officials called for Gov. Gavin Newsom’s administration to sign off on a $750 million emergency loan for Bay Area transit agencies. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are working closely with all stakeholders on the parameters of a funding deal. Our shared goal is to agree on the terms of a deal by this fall,” the governor’s office said in a statement.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">the loan\u003c/a> earlier this summer, and it was included in the June budget passed by the Legislature. Since then, Wiener said he and others have been working with the Department of Finance to negotiate terms to implement the loan, and have submitted three different proposals to the department.\u003c/p>\n\u003cp>“They just kept saying no. But now they’ve said that this [latest] proposal is something that they can work with, which is great,” Wiener said. “ We’re working to take a strong step before we adjourn on Friday. We’ll keep working on it over the fall. This is really important, and we need to get it done.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Bay Area transit agencies like BART, Muni, AC Transit and Caltrain are staring down immense budget deficits beginning in fiscal year 2026–27, as one-time state and federal funding related to the pandemic is exhausted, and ridership numbers fail to rebound to pre-pandemic levels.\u003c/p>\n\u003cp>The loan is intended as a stopgap measure to prevent service cuts between now and 2027, when funding from the potential regional tax measure would kick in.\u003c/p>\n\u003cp>That measure, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">SB 63\u003c/a>, would impose a 0.5% sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1% sales tax in San Francisco County to fund local transit agencies. If passed by lawmakers, the bill would need to be approved by voters on the November 2026 ballot and would provide funding for 14 years.\u003c/p>\n\u003cp>Advocates caution that without both the loan and the regional tax measure, Bay Area public transit service would wither.\u003c/p>\n\u003cp>BART is facing a budget deficit of approximately $375 million in the 2027 fiscal year, the most severe of all the local transit agencies. Officials say that if SB 63 fails to pass, the agency could be forced to end weekend service, cut two lines entirely or end service at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12055202\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12055202\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/TransitFundingKQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Activists and lawmakers are calling on Gov. Gavin Newsom to make good on a promised $750 million loan to prevent drastic service cuts to local transit next year. \u003ccite>(Farida Jhabvala Romero/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART has experienced \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">two \u003c/a>major systemwide outages this year, which snarled morning commutes and contributed to worse-than-usual traffic on Bay Area roads. Supporters of public transit warn this \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">could be a regular occurrence\u003c/a> if both the loan and the regional sales tax measure fail to materialize.\u003c/p>\n\u003cp>“ The Bay Area does not run without buses and trains. We saw this last week when, for just a couple hours, [BART] was down,” Assemblymember Matt Haney, D-San Francisco, said. “It brought the Bay nearly to gridlock. People couldn’t get to work, they couldn’t get to school.”\u003c/p>\n\u003cp>Wiener said the loan is needed by next spring, but he stressed that time is of the essence in getting it secured.\u003c/p>\n\u003cp>“Whether the loan gets finalized now or in a couple months, it doesn’t matter, but it needs to get finalized soon,” Wiener said. “ The transit agencies need to have confidence that the money is coming.”\u003c/p>\n\u003cp>He said he is “more optimistic now than I was a few days ago,” but “it’s still not guaranteed.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/fjhabvala\">Farida Jhabvala Romero\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Newsom Will Not Provide Stopgap Loan In Time to Prevent Cuts to Bay Area Transit, Lawmakers Say",
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"content": "\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Newsom Will Not Provide Stopgap Loan In Time to Prevent Cuts to Bay Area Transit, Lawmakers Say | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated, 1:30 p.m. Sunday\u003c/strong>\u003c/p>\n\u003cp>Gov. Gavin Newsom’s office has signaled it will not provide stopgap funding for Bay Area transit agencies facing budget shortfalls before next week’s legislative deadline, according to lawmakers, raising concerns about steep service cuts to BART and other Bay Area public transportation.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Oakland, who have been negotiating the terms of a $750 million loan with the governor’s office, released a joint statement on Saturday responding to what they called the Department of Finance’s “decision to stop [the] Bay Area transit funding agreement.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Governor’s Department of Finance informed lawmakers it will not be finalizing a critical bridge loan to prevent serious service cuts to BART, Muni, AC Transit and other Bay Area public transit operators next year,” the senators said.\u003c/p>\n\u003cp>Wiener clarified in a call to KQED that the department has not stopped the funding agreement entirely, but merely seeks to extend talks.\u003c/p>\n\u003cp>“The Department of Finance has indicated that they want to keep working on it over the fall, potentially for action next January,” Wiener said. “And that’s a problem because if our transit systems don’t have confidence that the money and financial support are coming, they’re going to have to start making cuts to service and that would be terrible for the Bay Area.”\u003c/p>\n\u003cp>But Newsom’s Department of Finance pushed back on the idea that delaying the deal would lead to immediate service cuts, saying it was the department’s understanding that local transit agencies don’t need backfill funding until the middle of 2026 at the earliest. That, the department argued, still leaves time for the deal to be finalized next year.\u003c/p>\n\u003cp>Newsom and state lawmakers agreed to the loan earlier this summer and have been working ever since to finalize its terms. The legislature faces a Sept. 12 deadline to pass bills during this session.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s essential that this loan happen,” Wiener and Arreguín wrote in the joint statement on Saturday. “The state needs to step up and ensure we don’t see debilitating service cuts at BART, Muni, Caltrain, AC Transit, and other operators.”\u003c/p>\n\u003cp>The senators have been working to put a regional funding ballot measure before voters during the November 2026 election. But even if approved, that funding would not begin until 2027 — the state loan was meant to help bridge that gap.\u003c/p>\n\u003cp>In the Saturday afternoon interview, Wiener declined to comment on the specifics of his conversations with state officials.\u003c/p>\n\u003cp>“There’s not a specific sticking point; this is about just having the will to get it done this coming week,” Wiener said.\u003c/p>\n\u003cp>In a statement, a spokesperson for the Department of Finance said the department hasn’t had enough time to review the legislature’s latest proposal.\u003c/p>\n\u003cp>“Although their need for financial assistance in the 2026–27 budget year has been known for months, the Administration only received an outline of proposed loan terms from the Legislature two days ago — still short of a legislative proposal that is necessary to resolve this issue,” the spokesperson wrote. “We’re committed to developing solutions that will support riders and transit agencies alike in a timely manner.”\u003c/p>\n\u003cp>BART officials have warned of drastic cuts without the temporary funding, saying they face a $350 to $400 million annual deficit beginning in the 2027 fiscal year.\u003c/p>\n\u003cp>“Were we not able to secure the $750 million temporary loan, we could see two of BART’s five lines cancelled. We could see stations closed,” BART board of directors member Edward Wright told KQED on Friday. “We could see a dramatic reduction in our service hours and a dramatic reduction in service frequency.”\u003c/p>\n\u003cp>Wiener and Arreguín pointed to a systemwide BART outage on Friday morning as an example of what residents might expect from a future with reduced services.\u003c/p>\n\u003cp>“Even on a Friday, when fewer people commute to the office, BART service shutting down meant our roads were choked with bumper-to-bumper traffic throughout the day, children and working people lost access to school and work, and our air got more polluted,” the senators said.\u003c/p>\n\u003cp>BART’s current financial troubles mirror those of other local agencies. Officials say emergency funding implemented in response to the COVID-19 pandemic will run out next year, but ridership rates never fully recovered as many employers embraced remote work.\u003c/p>\n\u003cp>For some transit agency officials, the larger concern is not the immediate potential cuts, but rather the cascading impacts down the road.\u003c/p>\n\u003cp>“The real fear is, aside from the degree to which that will provide an incredibly bad experience for people who rely on transit, it also could trigger what’s been referred to as a doom loop,” Wright said. “The worse our service becomes, the less people will want to ride it. The less people ride it, the less we’re gaining in fare revenue and the bigger our deficit grows.”\u003c/p>\n\u003cp>\u003cem>Clarification: This story has been updated to reflect new comments from state Sen. Scott Wiener clarifying that state finance officials have not fully ended talks over the bridge loan, but instead want to extend negotiations beyond this legislative session. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\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=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\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/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:30] My pleasure.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On this edition of The Bay’s monthly news roundup, Ericka is joined by The Bay’s senior editor Alan Montecillo and KQED associate arts and culture editor Nastia Voynovskaya. We talk about the Pickett Fire currently burning in Napa, scheduling and payment changes to public transit across the Bay, and why some local artists have decided to take their music off Spotify.\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=KQINC1460162369&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>\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/em>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/21/pickett-fire\">Pickett Fire\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.pressdemocrat.com/article/napa/pickett-fire-napa-cause-woodbridge/\">Did ‘escaped control burn’ cause Napa County’s Pickett Fire? Dispatch records raise questions about blaze’s origin\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">Starting This Week, You Can Tap Onto BART With a Credit Card — Here’s How\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/arts/13978141/deerhoof-quits-spotify-daniel-ek-700-million-military-ai-investment\">SF Band Ditches Spotify Over CEO’s $700M Military AI Investment\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/news/articles/2025/news20250811\">Bay Area transit’s latest Big Sync improves transfers, saving riders up to 20 minutes per trip\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:02] I’m Ericka Cruz Guevarra and welcome to The Bay, local news to keep you rooted. And welcome to our August news roundup where we talk about some of the other stories that The Bay team and today a special guest have been following this month. I’m joined by senior editor, Alan Montecillo. What’s up, Alan?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:00:21] Hello.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:22] And our very special guest today is Nastia Vojnovskaya, associate editor of arts and culture for KQED. Hey Nastia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:29] Hi Ericka!\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:30] Thank you so much for joining us.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:32] Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:35] Before we dig into the stories that we’ve been following, Nastia, we wanted to have you on because it’s been a pretty busy August for you and the Arts Desk. Can you tell us a little bit about all the things you’ve been covering this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:00:49] It’s music festival season and full swing in the Bay Area. So earlier this month, I had the pleasure of covering Outside Lands. Um, I cover it every year. And this was a particularly good one where had I not been covering, I would have definitely wanted to be there for fun. Super standout performance by Doechii, who was not even a headliner.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:13] Wow. I was just going to ask what were your favorite sets?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:25] She already had been at the top of my list of artists I’m watching, just based on her super strong album from last year, Alligator Bites Never Heal. And she just really showed everyone what showmanship and what being a performer is all about.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:01:52] She can rap with the dexterity of Kendrick Lamar while moving like Megan Thee Stallion with no backing track. And then the whole performance was also formatted with this cheeky classroom lesson theme about hip hop. There were also so many homages to who came before and where she came from while creating this super futuristic vision.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:16] August was kind of the month of music festivals or concerts in Golden Gate Park, right? There was Denton Company, Outside Lands, Zach Bryan. With Outside Lands how did it compare to previous years? And I mean, how do you know as an attendee and as someone covering it, whether it was like a big success compared to years past?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:02:35] I would say this year they did some very, very savvy booking. So in addition to Doechii, they had Doja Cat and also Tyler, The Creator. Tyler, he had played Outside Lands before, so when they announced it back in April, I was like, okay, I’m excited to see him again. I like him. But shortly before the festival, he released a fantastic new album. And it’s called Don’t Tap the Glass and the whole theme of that album is being present for the music in person and not being on your phone. And you kind of saw that translate in the crowd the way that people were so engaged. There were some really smart choices of well-positioned breakout acts that they booked. There’s this Brooklyn indie band whose name unfortunately we cannot say on the Radio, and it’s spelled F-C-U-K-E-R-S. And they played this smaller side stage earlier in the day. And I was so impressed by just how they packed out that stage with teens and 20-somethings who were just in this very dense crowd jumping up and down. They kind of have this indie sleaze vibe with electronics and live instruments and just like very sassy vocals. It’s very children of brat. And that band actually had a super packed high energy show, The Rickshaw Stop the night before. So I was just very impressed by how the festival had this mix of established and breaking acts that I think are about to be a lot bigger soon.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:05] I know LaRussell also performed at Outside Lands, and we also did a really amazing event with him this month as well. More on that on the show next month, actually. We did a real cool music showcase with LaRussall and the Good Company team. Really got to see some amazing artists locally, and we’re gonna do an interview with the winner next month. So look out for that, listeners.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:34] I have a confession to make. I live next to the park. I have lived next to park for several years and I haven’t been to outside lands yet.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:04:41] But at least you can hear it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:04:43] I can hear it, I can definitely hear it. Some of my neighbors don’t love the fact that they can hear it, but I don’t mind. I should go and I will go. It’s expensive, but from what I hear, it’s worth it. I will get around to it, but I’m always a little embarrassed whenever this comes up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:59] Very clutch parking spot in front of his house, if you’re an outside lens attendee. Not that I’m offering it to our listeners. Well we’re gonna take a quick break and when we come back we’re going to dig into all the stories that we have been following this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:27] Let’s go ahead and dive into some of the other stories that we have been following this month. Alan, I wanna start with you and you’ve been following the Pickett Fire in Napa.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:38] Yes, after a cold summer, a robust marine layer, Karl the Fog, out in full force, we are essentially in peak fire season from now until winter, basically, when it starts raining. And over the last week, we’ve had what has been the largest fire in the Bay Area so far, which is the Pickett fire. As of this taping, so Thursday morning, it has burned about 6,800 acres and is about 33% contained.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:07] Yeah, and obviously whenever it comes to fire in the Bay Area, I think one of the main ways folks experience it is air quality, and I’ve been really watching that very closely. But can you tell us a little bit about where the fire is burning exactly? I know it’s pretty close to some big wineries in Napa, right, who are just about to approach harvest season.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:06:33] Yeah. So the fire broke out on the 21st of August along Pickett road in Napa County, just outside the town of Calistoga near several vineyards. So this fire is firmly, you know, in wine country, you know, In terms of smoke, the air quality management district did lift that advisory on Tuesday. So hopefully it’s not too bad anymore, but there’s still many areas where there are evacuation orders or evacuation warnings.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:00] So has it burned down any residential areas?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:03] So far, it doesn’t seem like that’s happened. Not all the damage has been assessed yet. It seems like the main damage that’s been done, apart from smoke that can be hazardous to people’s health, is to crops. As Ericka mentioned, it is harvest season for these wineries. One early estimate from the county ag commissioner says approximately 1,500 acres of crops have been affected either by fire, by heat, or by smoke. Totaling and estimated, and again this is preliminary, about $65 million in damage.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:38] Oh, wow.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:38] And what that means in a practical sense is, are wine grapes going to get ruined by the fire? This happened in 2020. And so the question just is, could that happen again?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:07:50] Do you know how the wine industry has been adapting to that, if at all?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:54] Winemakers say, you know, over the last decade or so, the industry is trying to push for more research to figure out how to reduce the taste of smoke and minimize the effects of wildfire because you know it’s hard to tell immediately if the smoke has ruined your grapes. You won’t really know until you taste it. And there actually isn’t a ton of research yet on how to at least mitigate that. So maybe you do have smoke in your area because fire is a reality in California, but maybe there’s ways to minimize the taste and save the crops.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:08:23] And I know it usually takes a while to figure out how a fire actually started, but do we know anything about how this fire in Napa began?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:08:33] So that is still under investigation. We don’t know for sure. But there have been some questions and details trickling out, and reporters asking whether this fire started as the result of a “escaped control burn”, basically a fire that’s intended to reduce vegetation on a property. The Press Democrat noted that those words, escape control, burn, appeared on a Cal Fire public safety dispatch around the same time the fire was reported. For what it’s worth, the winery in question said through a spokesperson, you know, we’re working with fire investigators. This is premature. So nothing has been confirmed officially yet, but there are some worries that this could have been how the fire started.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:19] Well, Alan, thank you so much for sharing that story with us. We’re going to be following that one in the weeks ahead, I’m sure. Moving on to the story that I have been following this month, Nastia, Alan, you’re both public transit writers in the Bay Area, right?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:09:39] Yes, I took BART here this morning.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:09:42] I’m a regular N rider.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:44] Nice and of course I’m a regular ferry rider and this might be of interest to all of us in this room. Some big changes have been happening to public transit in the Bay Area that is really all about making transit easier to ride. Not sure if you all have started using your debit or credit cards to ride BART but that is now a thing that you can do. And there’s also something called the Big Sync that is happening. Basically, all these transit systems in the Bay Area coordinating to make transfers a lot easier if you’re using one or more transit system. It’s about time. Right. I remember going to New York a couple of years ago and being able to ride the subway by just tapping my credit card. And as a tourist. I was amazed. I was mind blown.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:10:43] Yeah, when they got rid of paper tickets and introduced clipper cards, I honestly always found it really problematic that if you lose your clipper card, you have to spend three dollars or something to get a new plastic card. And if you’re a low-income rider, you know that’s money you could be using for a meal. So I’m glad that they’re changing the way it’s done.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:02] Well, and it also brings BART closer to transit systems that already have this. You mentioned this already. New York has it. Chicago has it, many places overseas have it already. Sadly, for those of us who travel among multiple transit agencies, so let’s say you’re going BART to Muni like you do, it hasn’t come to Muni yet, right? You’ll still tap your credit card for BART and then use something else for Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:25] Yeah, fumble to find your other plastic card to ride Muni. Yes, that is correct. This open payment system, as it’s called, of using a debit card or a credit card has not rolled out for Muni yet, but that kind of is the goal. Bay Area Transit officials say that they do want to use this eventually for all regional operators, Muni, Caltrain, AC Transit. So TBD for you, Alan. But I will say there is still something for Muni writers in the month of August, which is this big sink that I’m talking about. Have any of you heard of that? No, tell us more. So if you’re using more than one transit system, so you’re going from BART to Muni, all these agencies have tried to overhaul their schedules in order to make transfers a lot easier and a lot faster. So the focus is really for transfer hubs. In the Bay Area, so Dublin Pleasanton, BART, Daly City BART, Palo Alto Caltrain, and Concord BART Station. In all, these agencies adjusted 18 bus routes at these four hubs to improve connection times with each other. No more sprinting from Caltrain to BART for example. These agencies are saying that these changes account for a 33% increase in weekday ideal transfers. So basically you get five to 10 minutes in between one transit system to another to calmly start your morning and walk to your next transfer.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:08] That’s gonna make a big difference for a lot of people, because I talk to so many people that want to ride public transit more, but oftentimes it just takes so much longer than driving or getting a rideshare.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:19] Right, exactly. You know, these agencies, these transportation agencies that have been really struggling since the pandemic, they got a lot of work to do to get people back on busses and trains, right? And this is really part of it. In terms of the why, this is part of an ongoing implementation of what’s known as the Bay Area Transformation Action Plan from 2021, which is all about improving public transit, making it more user-friendly. And creating a more connected system among all these different transit agencies around the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:13:54] Love to see it.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:13:55] See you on the N, or the 22…maybe I shouldn’t give out —\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:58] Yeah you’re right. We’re just getting closer and closer to figuring out where Alan Montecillo lives in this episode.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:14:15] Well, that is the story that I have been following. Nastia, we’re gonna wrap this one up with you. What story have you been following this month?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:14:24] I’ve been following the story of cultural boycotts. So in late July, a bunch of artists announced that they’re taking their music off Spotify because the CEO, Daniel Ek actually just became the chairman of an AI weapons company called Helsing. In light of Israel’s war in Gaza, a lot of artists have been thinking in past couple of years, how… Cultural institutions and companies that serve the culture sector can be complicit in war profiteering. Gabe Moline from KQED Arts wrote a great piece about how Dear Hoof, which is an indie band that formed in San Francisco and are pretty big, announced taking their music off Spotify. And another big voice in that has been Kadia Bonet, who’s this great singer-songwriter, also from the Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:19] How much of a financial hit would artists take for deciding to pull their music off something like Spotify, which obviously is huge, you know, so many people use it.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:15:28] Well, just based off streams, honestly, negligible.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:15:32] Because they don’t get paid that much?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:32] They do not. They do not get paid much at all. I’ve actually been covering artists’ fight for better pay on streaming services for a few years now. And Spotify doesn’t release its exact figures of how much it pays, but the general estimate going around in the industry is that they get a third of a cent per stream. So basically to make the equivalent of earning $15 an hour at a full time job, an artist would have to get over 650,000 Spotify streams per month.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:06] Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya\u003c/strong> [00:16:06] So you have to be very popular to even see any amount of money. Most of the money in the music industry is in touring, but of course, Spotify does have a lot of clout. There’s a lot clout attached to being featured in a prominent playlist and having your music served up. To listeners, but despite that, there are a lot of artists that have been saying the way that Spotify is set up is rigged against the small indie artists.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:32] This is making me think about the story of the Bay Area DJs who protested boiler room for coming to San Francisco because of the company’s investments in the defense industry in Israel. Sort of the same kind of deal, and I feel like Bay Area artists really like putting their foot down.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:16:53] Yeah, very similar. My good friend Olivia Cruz Mayeda covered that story for SF Chronicle.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:59] Shout out Olivia.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:00] Yeah, shout out Olivia! Boiler Room, for those that don’t know, it’s this huge online platform for DJs and they basically go to all these really cool music scenes from around the world and produce these really high quality videos of DJs killing it at parties that really puts you in the scene. So in previous years, being in BoilerRoom for a DJ was a stamp of approval. So it was a really big deal that all these smaller electronic music collectives that I’m sure would want the clout that comes with Boiler Room put their foot down and they pretty much organized an anti-Boiler Room music festival as a sign of protest because Boiler Rooms parent company, KKR, has weapons investments.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:44] Has Spotify said anything about this? Are they noticing that there are some artists who are upset, whether it’s about their CEO specifically or payment in general?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:17:54] So Spotify has not issued a public statement about its CEO becoming chairman of the AI weapons company, but it does have a lot of information on its website kind of arguing that it does give artists all these opportunities and that artists wouldn’t be making a certain amount of money if it wasn’t for Spotify. So they do have a whole section of their website that’s all about payment structure that people can go look at.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:20] From the consumer side, let’s say I really like one of these bands and I use Spotify and they’ve taken their music off, how should I listen to and support these artists?\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:18:30] A lot of people recommend Bandcamp, not every artist has their music on there, but you can buy it directly and a big percentage goes to the artists. I know Apple Music introduced a new feature that easily allows you to transfer your Spotify playlists to Apple Music. People are talking about title. There are other streaming alternatives, but I will say I don’t think any of these artists would say that any of the services are perfect and all have their drawbacks. But I think if people want to support artists, especially the independent artists and their community, the best way is to buy tickets and show up to live shows and honestly buy merch, because merch is really the way that most artists make money these days.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:16] Well, Nastia Voynovskaya, Associate Editor of Arts and Culture, thank you so much for bringing that story.\u003c/p>\n\u003cp>\u003cstrong>Nastia Voynovskaya \u003c/strong>[00:19:22] Thank you, Ericka and Alan for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:26] And Alan Montecillo, Senior Editor of The Bay, thank you as well.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>In the midst of a critical moment for BART’s long-delayed $12.7 billion Silicon Valley extension, the agency’s leadership is calling out \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials for a lack of communication about cost-cutting measures and other key elements of the project.\u003c/p>\n\u003cp>Shane Edwards, BART’s assistant general manager, wrote a scathing Aug. 15 letter to Carolyn Gonot, general manager of the Santa Clara Valley Transportation Authority, which is building the six-mile extension through downtown San José and into Santa Clara for BART.\u003c/p>\n\u003cp>Edwards wrote that his agency is “gravely concerned” that VTA failed to alert BART of an Aug. 11 press release about a report of the costs of a potential twin-tunnel design for the extension. VTA managers used the report to justify \u003ca href=\"https://www.kqed.org/news/12051730/the-vta-is-all-in-on-one-tunnel-to-connect-san-jose-by-bart\">doubling down\u003c/a> on a single-tunnel approach for the project, despite concerns from some independent experts.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Edwards also said VTA publicly presented the project’s oversight committee board members with a cost-saving proposal to significantly scale down the planned Newhall Yard in Santa Clara without having advanced discussions with BART.\u003c/p>\n\u003cp>“Both actions violate established protocols, undermine the trust and coordination that have guided this partnership, and represent serious breaches of process,” Edwards wrote in a letter obtained by KQED. \u003ca href=\"https://sanjosespotlight.com/bart-voices-frustrations-about-lack-of-transparency-from-vta/\">\u003cem>San José Spotlight \u003c/em>first reported \u003c/a>news of the letter to VTA.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These lapses are incompatible with the level of transparency and cooperation expected between primary project partners,” Edwards continued, saying VTA’s actions could affect BART’s ability to safely operate the extension.\u003c/p>\n\u003cp>“Given the scale, complexity, and visibility of this project, these failures are not minor oversights; they are unacceptable breaches of trust,” he said.\u003c/p>\n\u003cp>The VTA is nearing the final stages of a nearly yearlong process to look for ways to cut as much as $1 billion off its total project cost, to bring the extension in line with an approximately $12.1 billion budget, including a \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5 billion pledge\u003c/a> from the federal government. The agency originally hoped to receive as much as $6.3 billion in federal money.\u003c/p>\n\u003cp>The agency also announced earlier this summer that it \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">plans to ditch\u003c/a> its primary tunneling and trackwork contractor to find a new one, due to a dispute over cost.[aside postID=news_12051730 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-5_qed.jpg']Edwards also said he was “formally notifying VTA” that BART rejected the yard redesign that was floated at the oversight meeting.\u003c/p>\n\u003cp>In an emailed statement, VTA said it “remains committed to a strong partnership with BART and to delivering the BART Silicon Valley Phase II project to the highest standards of safety, efficiency, and fiscal responsibility.”\u003c/p>\n\u003cp>The statement said VTA takes communication concerns seriously, and highlighted regular updates made to its oversight committee and detailed monthly reports on the progress and finances of the project.\u003c/p>\n\u003cp>“We are addressing the concerns raised in BART’s August 15 letter and are ensuring the Newhall yard design fully supports BART’s safe and efficient operations,” the statement said.\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, said “it’s about time that BART management stepped up” to raise concerns about communication, transparency and the apparently stressed partnership between the two agencies.\u003c/p>\n\u003cp>“They always, for either political reasons or whatever, paint it as they’re getting along,” Smits told KQED. “But VTA has not followed the BART standards, and does not comply with the comprehensive agreement” between the two agencies focused on safety, convenience and customer service standards.\u003c/p>\n\u003cp>“Assistant General Manager Edwards slammed them, but unfortunately, it’s too little too late, if you ask me,” he said, adding that BART’s rejection of the Newhall Yard redesign is significant.\u003c/p>\n\u003cp>“That’s a pretty strong stand from this partner that supposedly you always work with hand in hand,” Smits said.\u003c/p>\n\u003cp>VTA, in its statement, said the two agencies “continue to work closely, with BART staff embedded in the project office and BART has been actively involved in the design process.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Edwards also said VTA publicly presented the project’s oversight committee board members with a cost-saving proposal to significantly scale down the planned Newhall Yard in Santa Clara without having advanced discussions with BART.\u003c/p>\n\u003cp>“Both actions violate established protocols, undermine the trust and coordination that have guided this partnership, and represent serious breaches of process,” Edwards wrote in a letter obtained by KQED. \u003ca href=\"https://sanjosespotlight.com/bart-voices-frustrations-about-lack-of-transparency-from-vta/\">\u003cem>San José Spotlight \u003c/em>first reported \u003c/a>news of the letter to VTA.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“These lapses are incompatible with the level of transparency and cooperation expected between primary project partners,” Edwards continued, saying VTA’s actions could affect BART’s ability to safely operate the extension.\u003c/p>\n\u003cp>“Given the scale, complexity, and visibility of this project, these failures are not minor oversights; they are unacceptable breaches of trust,” he said.\u003c/p>\n\u003cp>The VTA is nearing the final stages of a nearly yearlong process to look for ways to cut as much as $1 billion off its total project cost, to bring the extension in line with an approximately $12.1 billion budget, including a \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5 billion pledge\u003c/a> from the federal government. The agency originally hoped to receive as much as $6.3 billion in federal money.\u003c/p>\n\u003cp>The agency also announced earlier this summer that it \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">plans to ditch\u003c/a> its primary tunneling and trackwork contractor to find a new one, due to a dispute over cost.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Edwards also said he was “formally notifying VTA” that BART rejected the yard redesign that was floated at the oversight meeting.\u003c/p>\n\u003cp>In an emailed statement, VTA said it “remains committed to a strong partnership with BART and to delivering the BART Silicon Valley Phase II project to the highest standards of safety, efficiency, and fiscal responsibility.”\u003c/p>\n\u003cp>The statement said VTA takes communication concerns seriously, and highlighted regular updates made to its oversight committee and detailed monthly reports on the progress and finances of the project.\u003c/p>\n\u003cp>“We are addressing the concerns raised in BART’s August 15 letter and are ensuring the Newhall yard design fully supports BART’s safe and efficient operations,” the statement said.\u003c/p>\n\u003cp>Barney Smits, a retired engineer who worked for BART for 25 years, said “it’s about time that BART management stepped up” to raise concerns about communication, transparency and the apparently stressed partnership between the two agencies.\u003c/p>\n\u003cp>“They always, for either political reasons or whatever, paint it as they’re getting along,” Smits told KQED. “But VTA has not followed the BART standards, and does not comply with the comprehensive agreement” between the two agencies focused on safety, convenience and customer service standards.\u003c/p>\n\u003cp>“Assistant General Manager Edwards slammed them, but unfortunately, it’s too little too late, if you ask me,” he said, adding that BART’s rejection of the Newhall Yard redesign is significant.\u003c/p>\n\u003cp>“That’s a pretty strong stand from this partner that supposedly you always work with hand in hand,” Smits said.\u003c/p>\n\u003cp>VTA, in its statement, said the two agencies “continue to work closely, with BART staff embedded in the project office and BART has been actively involved in the design process.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.",
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"title": "American Suburb: The Podcast",
"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"id": "baycurious",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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},
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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},
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"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
},
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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.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
},
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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},
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"id": "fresh-air",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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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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"hyphenacion": {
"id": "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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"jerrybrown": {
"id": "jerrybrown",
"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. ",
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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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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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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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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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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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