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"content": "\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.[aside postID=news_12043556 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg']“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Bay Area public transportation advocates have joined with transit labor groups in an attempt to get lawmakers to drop a sales tax proposal in favor of a new levy on businesses.",
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"title": "Proposed Transit Tax Should Be Paid by Businesses, Not People, Progressive Group Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As state lawmakers weigh a proposed regional tax measure designed to \u003ca href=\"https://www.kqed.org/news/12043556/california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now\">bail out deficit-ridden Bay Area transit agencies\u003c/a>, a coalition of progressive labor and public transportation advocates has launched a campaign aimed at rewriting a key provision and shifting the tax burden.\u003c/p>\n\u003cp>Bay Area Forward, which includes union locals representing workers at BART, Muni and AC Transit and the advocacy group \u003ca href=\"https://www.voicesforpublictransportation.org/\">Voices for Public Transportation\u003c/a>, wants legislators to drop the proposed measure’s sales tax in favor of a gross receipts tax on the region’s businesses.\u003c/p>\n\u003cp>The group argues that a sales tax would impose an unfair burden on Bay Area residents and transit riders who pay high fares and already support public transportation with a variety of sales and parcel taxes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coalition also points to recent polling that it says shows voters would be more receptive to a business tax than a sales tax. It also says a business tax measure could raise more money for transit operators who are \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">facing billions in deficits\u003c/a> over the next several years.\u003c/p>\n\u003cp>“At the end of the day, we have a choice,” said Ryan Williams, a political organizer with Service Employees International Union Local 1021 and campaign director for Bay Area Forward. “Do we want a regressive sales tax that would increase the cost of living for folks and that doesn’t quite fund the amount needed for transit, or do you all want a progressive business tax where big businesses pay their fair share and we can have thriving public transit agencies?”\u003c/p>\n\u003cp>But the group’s proposal has drawn a cool response from the lawmakers leading the effort to pass \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">a bill\u003c/a> to authorize the ballot measure. And the gross receipts tax has provoked outright hostility from a host of business groups across the region.\u003c/p>\n\u003cfigure id=\"attachment_12023544\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023544\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250122-OaklandImmigrants-22-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Jesse Arreguín speaks during a press conference with leaders from community groups throughout Alameda County in the Fruitvale neighborhood of Oakland on Jan. 22, 2025, to discuss support for immigrant families in the Bay Area after President Donald Trump promised mass deportations. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand and respect that there are diverse views about the best funding source to shore up and strengthen our transit systems,” state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) said in a joint statement. “There are pros and cons to any funding source. We are very late in this multi-year process, and changing the funding source at this point will be difficult.”\u003c/p>\n\u003cp>Earlier this week, 13 business groups, including the Bay Area Council, Silicon Valley Leadership Group and the San Francisco and San José chambers of commerce, sent \u003ca href=\"https://www.documentcloud.org/documents/25978965-061625-business-coalition-letter-re-sb-63-revenue-mechanism/\" target=\"_blank\" rel=\"noopener\">a joint letter\u003c/a> to leaders of the Legislature’s Bay Area caucus promising “strong and sustained opposition” to a gross receipts tax.\u003c/p>\n\u003cp>“Introducing new business taxes would undercut our current efforts to make our regional economy more competitive and would not support a vibrant economy,” the groups said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“That labor is proposing this now at the 11th hour after a more than yearlong process in which they participated is frustrating, to say the least,” the Bay Area Council business group said in a separate statement. “We would not play any role, other than possibly an opposition role, in a campaign in which a payroll, gross receipts or other business tax represented the funding mechanism.”\u003c/p>\n\u003cp>The Bay Area Forward proposal comes several months after Wiener and Arreguin introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, which would authorize a transit tax measure for the November 2026 ballot in as many as five Bay Area counties. The measure passed the state Senate earlier this month and will get its first Assembly committee hearing in early July.\u003c/p>\n\u003cp>The group’s plan is the latest twist in a process that began early last year, when Wiener introduced \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">an ambitious bill\u003c/a> that would have authorized a nine-county vote and raised as much as $1.5 billion a year for transit and other regional transportation needs. The bill included several potential tax options: a payroll tax, parcel tax and sales tax.\u003c/p>\n\u003cp>Wiener pulled the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, amid disagreements about how much of the measure’s funding would be returned directly to the counties where it was raised. The Metropolitan Transportation Commission then appointed \u003ca href=\"https://mtc.ca.gov/about-mtc/committees/interagency-committees/transportation-revenue-measure-select-committee\">a select panel\u003c/a> of local officials, transit advocates and labor and business representatives from across the region to develop a framework for the 2026 ballot measure.\u003c/p>\n\u003cfigure id=\"attachment_12016156\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People enter and exit the BART fare gate at the Embarcadero Station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although the select committee considered a range of different tax options, disagreements on the panel led the Metropolitan Transportation Commission to recommend that legislators adopt a sales tax as the revenue mechanism in SB 63.\u003c/p>\n\u003cp>San Francisco-based urban policy research organization SPUR says it has “\u003ca href=\"https://www.spur.org/news/2025-04-18/why-spur-supporting-sb-63-tax-measure-keep-transit-alive\">deep-seated reservations\u003c/a>” about a new sales tax because of its regressive nature — it poses a heavier relative burden on the limited resources of lower-income taxpayers than on the more affluent. But the group says it supports the tax in this case because the money it raises will go to fund day-to-day operations of transit services that lower-income people rely on.\u003c/p>\n\u003cp>Polls conducted by the MTC and BART over the past six months have shown that a new transit sales tax attracts just over 50% support after respondents hear both positive and negative arguments for the levy. Bay Area Forward’s polling on its gross receipts tax proposal gains 57% backing after respondents hear the pros and cons.\u003c/p>\n\u003cp>Key details of SB 63 are still under negotiation. Currently, the ballot measure that the bill would authorize would take place in only three counties: Alameda, Contra Costa and San Francisco. But the legislation also expresses a preference for San Mateo County to participate and gives Santa Clara County the option of joining. A decision on which counties will be included is due in early August.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-lawmakers-plan-would-help-bay-area-transit-avoid-fiscal-disaster-for-now",
"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now",
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"headTitle": "California Lawmakers’ Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"content": "\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”[aside postID=news_12042706 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/05/IMG_7164-1020x765.jpeg']\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The budget blueprint would reverse Gov. Newsom's proposal for a $1.1 billion cut in transit funding and offer emergency loans to BART, Muni and others. ",
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"title": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now | KQED",
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"headline": "California Lawmakers' Plan Would Help Bay Area Transit Avoid Fiscal Disaster — for Now",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:56 p.m.\u003c/em>\u003c/p>\n\u003cp>State lawmakers have come up with a plan that offers temporary relief to \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies on the verge of a fiscal crisis that could force drastic service cuts as early as next summer.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://sd11.senate.ca.gov/news/senate-and-assembly-reach-agreement-fund-public-transit-avert-mass-service-cuts\">announced Monday\u003c/a> that the budget blueprint drawn up by Assembly and Senate budget negotiators would reverse \u003ca href=\"https://www.kqed.org/news/12041824/bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse\">a $1.1 billion cut in transit funding\u003c/a> that Gov. Newsom proposed last month.\u003c/p>\n\u003cp>The Legislature’s budget, which must be approved by next Sunday, would also provide as much as $750 million in interest-free loans to Bay Area transit operators who are staring down devastating budget deficits in the fiscal year beginning July 1, 2026.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Arreguín and Wiener issued a joint statement that warned “allowing [public transit] to collapse would devastate California’s economic recovery and quality of life.”\u003c/p>\n\u003cp>But the senators, who have worked for the last several months with Assemblymember Mark Gonzalez, D-Los Angeles, to craft a transit relief package, acknowledged the Legislature’s plan will provide only a temporary respite from transit agencies’ long-term budget problems. Those challenges arise mostly from the pandemic-driven loss of ridership and fare revenue and a downturn in tax receipts that bus and train operators rely on.\u003c/p>\n\u003cfigure id=\"attachment_12043149\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/HarveyMilkFolo2-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks at a press conference at Jane Warner Plaza in San Francisco on June 6, 2025. \u003ccite>(Samantha Kennedy/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Our public transportation systems’ future is still far from secure, and they require greater engagement and prioritization from our leaders to avert disaster,” Arreguín and Wiener said. “Even with this one-time relief package, systems across the state continue to face large budget shortfalls that threaten devastating service cuts.”\u003c/p>\n\u003cp>The lawmakers’ solution to the transit crisis, which rejects the governor’s proposal to redirect $1.5 billion of revenue in the state’s cap-and-trade fund to Cal Fire instead of transit, will need Newsom’s approval to take effect. The governor’s office says it’s still reviewing the proposal.\u003c/p>\n\u003cp>Parisa Safarzadeh, director of communications for the San Francisco Municipal Transportation Agency, said in an email statement that city officials will work with community members “to make sure this package is part of the final budget with the governor. We are working to make Muni more efficient and accountable, but our city’s economy cannot withstand the severe Muni service cuts that would result without this state support.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.documentcloud.org/documents/25970156-shortfalls-and-fair-share-analysis-mtc-250523/#document/p1\">A recent analysis\u003c/a> for the Metropolitan Transportation Commission found that collectively, BART, Muni, AC Transit, Caltrain and Golden Gate Transit face a total deficit of $3.7 billion in the five fiscal years beginning in July 2026. \u003c/p>\n\u003cp>BART and San Francisco’s Muni system account for $2.9 billion of that total, with both facing staggering shortfalls — $380 million for BART, $320 million for Muni — in fiscal 2026–27.\u003c/p>\n\u003cp>If those deficits are not solved, BART said that it might have to suspend service on two of its five lines, reduce service on those runs to just one or two trains every 60 minutes, shorten daily service hours and shut down some stations as a result. Muni leaders \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">have warned\u003c/a> that the agency might need to suspend service on 20 bus lines, cut the frequency of service by 50% and end service at 9 p.m.\u003c/p>\n\u003cp>To avert those cuts, Wiener, Arreguín and Assemblymember Catherine Stefani, D-San Francisco, are working with the MTC and officials across the Bay Area \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">to craft legislation\u003c/a> to authorize a November 2026 ballot measure that would aid BART, Muni, AC Transit, Caltrain and other operators.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a>, recently passed the Senate and will be taken up next by the Assembly Transportation Committee. It would impose additional sales taxes in San Francisco, Alameda and Contra Costa counties to support day-to-day operations and to improve regional transit connections. The MTC has estimated that the sales taxes — a half-cent in Alameda and Contra counties and up to one cent in San Francisco — would raise up to $550 million a year.\u003c/p>\n\u003cp>The bill also allows San Mateo and Santa Clara counties to opt in to the ballot measure, a decision each county would have to make by Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension",
"title": "VTA Officials Want to Ditch Contractor on South Bay BART Extension",
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"headTitle": "VTA Officials Want to Ditch Contractor on South Bay BART Extension | KQED",
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"content": "\u003cp>\u003cem>Updated 5:19 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>South Bay transit officials overseeing the $12.7 billion \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">BART extension\u003c/a> through downtown San José are looking to cut ties with the project’s primary contractor due to a dispute over cost, a move that could cause even more delays for the backed-up public works project.\u003c/p>\n\u003cp>Leadership of Santa Clara Valley Transportation Authority will recommend to its board of directors in upcoming meetings that the public transit agency take an “offramp” out of the contract it has in place with Kiewit Shea Traylor — a joint venture of three large and well known contractors charged with the major tunneling and track work of the massive project — and find a new one.\u003c/p>\n\u003cp>“We believe it’s time to explore a fresh start,” Tom Maguire, VTA’s head of megaprojects, told reporters on Monday during a briefing of the plans. The VTA is responsible for planning and building the extension project.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The contractor has been on the project since 2022, and is responsible for large portions of work that are already underway, including the building of a $76 million tunnel boring machine, and the preparation of a launch structure where the boring machine would be put into the ground in Santa Clara.\u003c/p>\n\u003cp>Agency officials said KST would be owed a maximum of about $1 billion for the work it has already begun and would still plan to complete if the VTA board decides to end the contract.\u003c/p>\n\u003cp>But Maguire said VTA and KST have not been able to come to an agreement about the “lump sum” cost of the rest of the planned work, including the tunneling and excavation needed for underground stations, and the tracking and creation of entrances and exits, despite negotiating since last summer.\u003c/p>\n\u003cfigure id=\"attachment_11998675\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11998675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg\" alt=\"The mayor of San Jose stands behind a podium. A poster breaking down the project budget is displayed next to the speaker.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan speaks during a gathering in Santa Clara on Aug. 2, 2024, to announce a nearly $5.1 billion funding commitment from federal transit officials toward the VTA BART Silicon Valley Phase II extension project. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is about making sure that a contractor who can’t give us a price that is within our budget, that we hold them accountable,” Maguire said.\u003c/p>\n\u003cp>The agency created an internal task force to seek out other contracting opportunities and has begun conversations with 10 national tunnelling contractors that have shown “strong interest in taking this project on in a way that fits within VTA’s budget and model,” Maguire said.\u003c/p>\n\u003cp>A spokesperson for KST declined an interview Monday, but in an emailed statement to KQED said, “KST remains focused on safely and successfully delivering its current scope of work” on the project.\u003c/p>\n\u003cp>The cost of the project’s second phase — which is planned to extend BART six miles from its current end of the line at Berryessa Station in North San José and run west to create four new stations ending in Santa Clara — has been a major stumbling block for transit officials and local and regional leaders almost since its inception.\u003c/p>\n\u003cp>While originally pegged at a budget of $4.7 billion in 2014, with an intended completion date in 2026, the entire project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>With the potential change of contractors, Maguire said tunneling work, which was expected to start this year in recent estimates, is likely to be pushed out to 2027. However, Maguire said the completion date for the project overall is not being changed for the moment, and that a potential redesign with a new contractor could accelerate the timeline.[aside postID=news_12043139 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250606-SJICEPROTEST-JG-2-KQED.jpg']The BART extension notched a major milestone in August when the Federal Transit Administration said it would commit \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5.1 billion\u003c/a> to help pay for the project. While significant, the pledge also left a roughly $1.2 billion gap in funding for the project, which is also being largely paid for with regional tax measures.\u003c/p>\n\u003cp>Transit officials and local leaders said at the time they were confident the budget hole could be addressed, in part by allocating $500 million more from a regional tax measure into the project than was previously committed. The remaining gap of roughly $700 million is still pending.\u003c/p>\n\u003cp>While the federal funds were pledged under President Joe Biden’s administration, the agency would need to apply for a grant agreement to access the money from the government.\u003c/p>\n\u003cp>While officials said the agency is confident the project will still be a viable one in the eyes of the federal government as it works through balancing its budget, Maguire noted that VTA “has gotten some pretty clear advice” against asking for $5 billion from a Trump-controlled Federal Transportation Administration right now.\u003c/p>\n\u003cp>Trump’s administration has recently pulled back billions for the state’s long-delayed \u003ca href=\"https://www.kqed.org/news/12042706/california-high-speed-rail-is-a-track-to-nowhere-us-says-in-move-to-pull-funding\">High Speed Rail project\u003c/a>, and a $20 million grant to improve transit between \u003ca href=\"https://www.kqed.org/science/1997068/sf-planned-to-improve-treasure-islands-transit-trump-took-back-the-funds\">Treasure Island and San Francisco\u003c/a>.\u003c/p>\n\u003cp>VTA General Manager Carolyn Gonot said the decision to hold off on applying for the funds is largely based on needing to cut costs, but acknowledged it is partially political.\u003c/p>\n\u003cp>“We also need to get a clear and better understanding about what the administration wants to see,” Gonot said.\u003c/p>\n\u003cp>Campbell Mayor Sergio Lopez, the chair of the VTA board and the vice chair of the oversight committee, said that by evaluating tough decisions like this one, the agency is showing the leadership necessary to keep the project going.\u003c/p>\n\u003cp>He acknowledged that there haven’t been major problems with KST’s work to date.\u003c/p>\n\u003cp>“It’s not about quality, it’s not about safety. There’s complete alignment on those. It’s really just disagreements about the costs and the services,” Lopez told KQED Monday. “But when we went out to multiple respected independent cost estimators, there was just a stark gulf in terms of the expected cost.”\u003c/p>\n\u003cp>Maguire didn’t share details about how much the agency expects to save through finding a new contractor, but said it would be one part of an overall price reduction strategy.\u003c/p>\n\u003cp>In addition to shopping around, the agency is looking at reshaping the tunneling contract package, as well as changing the risk-sharing agreement between VTA and a potential new contractor, and adjusting the schedule of the work.\u003c/p>\n\u003cp>“We remain fully committed to finding ways to cut costs and reduce the overall program schedule to ensure that we stay within our overall funding and budget,” Maguire said. “We do think that the offramp and restructuring the tunnel contract is going to give us a better price, and that better price is going to help us secure the long-term viability of the project.”\u003c/p>\n\u003cp>The oversight committee and board will also hear more details about other potential cost-saving measures in upcoming meetings, including a value engineering report. The agency also plans to share long-awaited results of an independent consultant’s analysis of the VTA’s twin-bore construction alternative and cost estimates.\u003c/p>\n\u003cp>The agency has long been committed to a huge, single tunnel design that would be deeper underground than standard BART tunnels, but has faced increasing criticism for previously dismissing a shallower, two-tunnel approach, which could disrupt businesses and traffic on city streets for years.\u003c/p>\n\u003cp>It’s unclear if KST would sue VTA over the ending of the contract or other aspects of the agreement with the agency. Maguire acknowledged “you can never say never,” about being sued, but said the agency is confident “we’ve got a very, very strong case moving forward, and we’re not deeply concerned about an action from [KST].”\u003c/p>\n\u003cp>San José Mayor Matt Mahan, the chair of the oversight committee, said in a statement he supports VTA’s efforts to control costs on this “once in a generation” project.\u003c/p>\n\u003cp>“We don’t have a blank check for this project, and it’s important that everyone — from the agency to its contractors — is held accountable for staying within budget,” he said.\u003c/p>\n\u003cp>VTA officials will first make the offramp recommendation to the BART Silicon Valley Phase II Oversight Committee at its meeting on June 12 at noon. The full VTA Board of Directors, who have the final say on the decision, will consider the recommendation at its meeting on June 27 at 9 a.m.\u003c/p>\n\u003cp>“VTA remains unwavering in its commitment to complete this extension of the BART service to Silicon Valley and produce these last six miles in a way that is financially responsible, technically sound, and fully accountable to the public,” Gonot said Monday.\u003c/p>\n\u003cp>“So every decision we make is rooted in our responsibility to deliver a project that transforms our region with transparency, efficiency and lasting benefits.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "VTA officials are recommending that transit agency leaders find a new contractor to head up major tunneling and track work due to a dispute over cost.",
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"title": "VTA Officials Want to Ditch Contractor on South Bay BART Extension | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:19 p.m. Monday\u003c/em>\u003c/p>\n\u003cp>South Bay transit officials overseeing the $12.7 billion \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">BART extension\u003c/a> through downtown San José are looking to cut ties with the project’s primary contractor due to a dispute over cost, a move that could cause even more delays for the backed-up public works project.\u003c/p>\n\u003cp>Leadership of Santa Clara Valley Transportation Authority will recommend to its board of directors in upcoming meetings that the public transit agency take an “offramp” out of the contract it has in place with Kiewit Shea Traylor — a joint venture of three large and well known contractors charged with the major tunneling and track work of the massive project — and find a new one.\u003c/p>\n\u003cp>“We believe it’s time to explore a fresh start,” Tom Maguire, VTA’s head of megaprojects, told reporters on Monday during a briefing of the plans. The VTA is responsible for planning and building the extension project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The contractor has been on the project since 2022, and is responsible for large portions of work that are already underway, including the building of a $76 million tunnel boring machine, and the preparation of a launch structure where the boring machine would be put into the ground in Santa Clara.\u003c/p>\n\u003cp>Agency officials said KST would be owed a maximum of about $1 billion for the work it has already begun and would still plan to complete if the VTA board decides to end the contract.\u003c/p>\n\u003cp>But Maguire said VTA and KST have not been able to come to an agreement about the “lump sum” cost of the rest of the planned work, including the tunneling and excavation needed for underground stations, and the tracking and creation of entrances and exits, despite negotiating since last summer.\u003c/p>\n\u003cfigure id=\"attachment_11998675\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11998675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg\" alt=\"The mayor of San Jose stands behind a podium. A poster breaking down the project budget is displayed next to the speaker.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan speaks during a gathering in Santa Clara on Aug. 2, 2024, to announce a nearly $5.1 billion funding commitment from federal transit officials toward the VTA BART Silicon Valley Phase II extension project. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is about making sure that a contractor who can’t give us a price that is within our budget, that we hold them accountable,” Maguire said.\u003c/p>\n\u003cp>The agency created an internal task force to seek out other contracting opportunities and has begun conversations with 10 national tunnelling contractors that have shown “strong interest in taking this project on in a way that fits within VTA’s budget and model,” Maguire said.\u003c/p>\n\u003cp>A spokesperson for KST declined an interview Monday, but in an emailed statement to KQED said, “KST remains focused on safely and successfully delivering its current scope of work” on the project.\u003c/p>\n\u003cp>The cost of the project’s second phase — which is planned to extend BART six miles from its current end of the line at Berryessa Station in North San José and run west to create four new stations ending in Santa Clara — has been a major stumbling block for transit officials and local and regional leaders almost since its inception.\u003c/p>\n\u003cp>While originally pegged at a budget of $4.7 billion in 2014, with an intended completion date in 2026, the entire project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>With the potential change of contractors, Maguire said tunneling work, which was expected to start this year in recent estimates, is likely to be pushed out to 2027. However, Maguire said the completion date for the project overall is not being changed for the moment, and that a potential redesign with a new contractor could accelerate the timeline.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The BART extension notched a major milestone in August when the Federal Transit Administration said it would commit \u003ca href=\"https://www.kqed.org/news/11998646/feds-commit-5-1-billion-to-south-bay-bart-extension\">$5.1 billion\u003c/a> to help pay for the project. While significant, the pledge also left a roughly $1.2 billion gap in funding for the project, which is also being largely paid for with regional tax measures.\u003c/p>\n\u003cp>Transit officials and local leaders said at the time they were confident the budget hole could be addressed, in part by allocating $500 million more from a regional tax measure into the project than was previously committed. The remaining gap of roughly $700 million is still pending.\u003c/p>\n\u003cp>While the federal funds were pledged under President Joe Biden’s administration, the agency would need to apply for a grant agreement to access the money from the government.\u003c/p>\n\u003cp>While officials said the agency is confident the project will still be a viable one in the eyes of the federal government as it works through balancing its budget, Maguire noted that VTA “has gotten some pretty clear advice” against asking for $5 billion from a Trump-controlled Federal Transportation Administration right now.\u003c/p>\n\u003cp>Trump’s administration has recently pulled back billions for the state’s long-delayed \u003ca href=\"https://www.kqed.org/news/12042706/california-high-speed-rail-is-a-track-to-nowhere-us-says-in-move-to-pull-funding\">High Speed Rail project\u003c/a>, and a $20 million grant to improve transit between \u003ca href=\"https://www.kqed.org/science/1997068/sf-planned-to-improve-treasure-islands-transit-trump-took-back-the-funds\">Treasure Island and San Francisco\u003c/a>.\u003c/p>\n\u003cp>VTA General Manager Carolyn Gonot said the decision to hold off on applying for the funds is largely based on needing to cut costs, but acknowledged it is partially political.\u003c/p>\n\u003cp>“We also need to get a clear and better understanding about what the administration wants to see,” Gonot said.\u003c/p>\n\u003cp>Campbell Mayor Sergio Lopez, the chair of the VTA board and the vice chair of the oversight committee, said that by evaluating tough decisions like this one, the agency is showing the leadership necessary to keep the project going.\u003c/p>\n\u003cp>He acknowledged that there haven’t been major problems with KST’s work to date.\u003c/p>\n\u003cp>“It’s not about quality, it’s not about safety. There’s complete alignment on those. It’s really just disagreements about the costs and the services,” Lopez told KQED Monday. “But when we went out to multiple respected independent cost estimators, there was just a stark gulf in terms of the expected cost.”\u003c/p>\n\u003cp>Maguire didn’t share details about how much the agency expects to save through finding a new contractor, but said it would be one part of an overall price reduction strategy.\u003c/p>\n\u003cp>In addition to shopping around, the agency is looking at reshaping the tunneling contract package, as well as changing the risk-sharing agreement between VTA and a potential new contractor, and adjusting the schedule of the work.\u003c/p>\n\u003cp>“We remain fully committed to finding ways to cut costs and reduce the overall program schedule to ensure that we stay within our overall funding and budget,” Maguire said. “We do think that the offramp and restructuring the tunnel contract is going to give us a better price, and that better price is going to help us secure the long-term viability of the project.”\u003c/p>\n\u003cp>The oversight committee and board will also hear more details about other potential cost-saving measures in upcoming meetings, including a value engineering report. The agency also plans to share long-awaited results of an independent consultant’s analysis of the VTA’s twin-bore construction alternative and cost estimates.\u003c/p>\n\u003cp>The agency has long been committed to a huge, single tunnel design that would be deeper underground than standard BART tunnels, but has faced increasing criticism for previously dismissing a shallower, two-tunnel approach, which could disrupt businesses and traffic on city streets for years.\u003c/p>\n\u003cp>It’s unclear if KST would sue VTA over the ending of the contract or other aspects of the agreement with the agency. Maguire acknowledged “you can never say never,” about being sued, but said the agency is confident “we’ve got a very, very strong case moving forward, and we’re not deeply concerned about an action from [KST].”\u003c/p>\n\u003cp>San José Mayor Matt Mahan, the chair of the oversight committee, said in a statement he supports VTA’s efforts to control costs on this “once in a generation” project.\u003c/p>\n\u003cp>“We don’t have a blank check for this project, and it’s important that everyone — from the agency to its contractors — is held accountable for staying within budget,” he said.\u003c/p>\n\u003cp>VTA officials will first make the offramp recommendation to the BART Silicon Valley Phase II Oversight Committee at its meeting on June 12 at noon. The full VTA Board of Directors, who have the final say on the decision, will consider the recommendation at its meeting on June 27 at 9 a.m.\u003c/p>\n\u003cp>“VTA remains unwavering in its commitment to complete this extension of the BART service to Silicon Valley and produce these last six miles in a way that is financially responsible, technically sound, and fully accountable to the public,” Gonot said Monday.\u003c/p>\n\u003cp>“So every decision we make is rooted in our responsibility to deliver a project that transforms our region with transparency, efficiency and lasting benefits.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A controversial bill that would allow \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">more apartments near public transit\u003c/a> stations throughout California narrowly squeaked through the state Senate on Tuesday.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB79\">SB 79\u003c/a>, needed 21 “yes” votes to pass, and it had none to spare, with senators voting 21–13 to advance it to the Assembly. Authored by Sen. Scott Wiener, D-San Francisco, SB 79 would enable the construction of buildings between four and nine stories tall near certain high-frequency bus stations, train and ferry stops. Wiener said the goals of the bill are twofold: to buoy beleaguered public transit agencies still recovering from \u003ca href=\"https://www.metro.net/about/la-metro-kicks-off-2025-with-continued-ridership-growth/#:~:text=January%20year%2Dover%2Dyear%20ridership,of%20its%20pre%2Dpandemic%20level.\">pandemic-era\u003c/a> ridership dips and to boost housing construction.\u003c/p>\n\u003cp>“We see that we do have [transit] systems in California that don’t have a lot of housing around it, and they have low ridership as a result,” Wiener said on the Senate floor on Tuesday. “And so the purpose of this bill is to say, ‘Let’s focus more housing around the highest-quality public transportation, where we have made significant public investments of tax dollars.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Previous attempts to pass similar measures — most recently \u003ca href=\"https://www.kqed.org/news/11798945/__trashed-4\">SB 50 in 2020\u003c/a> and its predecessor, SB 857, which was first introduced in 2018 — died in the legislature before making it to the governor’s desk. The latest iteration comes as the state’s Democratic legislature, reeling from the results of the 2024 national election, has \u003ca href=\"https://calmatters.org/politics/2025/02/california-affordability-housing-costs-legislation/#:~:text=At%20least%20250%20of%20the,improve%20services%2C%E2%80%9D%20Miller%20said.\">vowed to take on the issue of affordability\u003c/a>, but \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">without a clear consensus\u003c/a> on just how to achieve it.\u003c/p>\n\u003cp>On the Senate floor on Tuesday, those differences were on display, with opponents of the bill claiming it lacks clear affordability requirements and supporters pointing to the state’s \u003ca href=\"https://www.ppic.org/blog/new-housing-fails-to-make-up-for-decades-of-undersupply/\">housing shortage\u003c/a> as the primary driver of \u003ca href=\"https://lao.ca.gov/LAOEconTax/Article/Detail/793\">rising home costs\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12042698\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042698\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-800x517.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1020x659.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under SB 79, transit stops would be separated into “tiers” based on the frequency of the service and location. Heavy rail lines, such as BART and Caltrain, could see taller apartments, and lower-frequency commuter lines, such as SMART Rail and ferry stops, would see less intensive development. \u003ccite>(Illustration by Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sen. Lola Smallwood Cuevas, D-Los Angeles, agreed with the bill’s basic premise to prioritize new housing around transit, but worried that without stronger anti-displacement measures, it would allow new development to push out lower-income residents, who are also most likely to \u003ca href=\"https://calmatters.org/housing/2025/05/la-gentrification-public-transit/\">ride public transportation\u003c/a>.\u003c/p>\n\u003cp>“And I don’t see enough opportunity in this bill to stop the massive displacement,” she said before ultimately abstaining from a vote. “There is no mention of community benefits. There’s no mention in terms of — how do we ensure that our most vulnerable communities, that are at the most risk of being displaced, how do we ensure that they have an opportunity to fully participate?”\u003c/p>\n\u003cp>The bill requires developers to abide by local inclusionary housing mandates and allows them to take advantage of existing \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB423\">permit streamlining\u003c/a> and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=65915&lawCode=GOV\">density bonus\u003c/a> laws, which would trigger built-in affordability requirements, Wiener noted. If developers opt out, they would have to go through the same public process they undergo now. But he added, the bill’s premise — to allow apartments in areas where they wouldn’t otherwise be permitted — also makes affordable housing easier to build.[aside postID=news_12031302 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/010_KQED_AlamedaAffordableHousing_01122023-1020x680.jpg']“Low-density housing means no affordable housing because you’re not going to have affordable housing unless you have a certain level of multi-unit density,” he said, noting that the Nonprofit Housing Association of Northern California, which had earlier been opposed to the bill, was now in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260SB79\">support\u003c/a>.\u003c/p>\n\u003cp>The bill also faced bipartisan opposition from senators who said it would override cities’ ability to plan for housing in their communities by allowing transit agencies to have more control over what gets built near stations.\u003c/p>\n\u003cp>“The bill also allows transit agencies to become de facto land developers,” Sen. Kelly Seyarto, R-Murrieta, said. “And the need to make land use decisions based on agency fiscal needs will taint the need to act in the best interest of the public and the community.”\u003c/p>\n\u003cp>Under \u003ca href=\"https://cayimby.org/wp-content/uploads/2025/05/SB-79-Wiener-Fact-Sheet-5.14.25.pdf\">the proposed legislation\u003c/a>, apartment buildings would be the tallest directly adjacent to a transit stop, stepping down with a quarter-mile and again within a half-mile. The transit systems would be further separated into “tiers” based on the type of system, frequency of service and where the transit agencies are located.\u003c/p>\n\u003cp>Heavy rail and high-frequency commuter trains — such as BART, Caltrain and LA Metro’s B and D lines — would have the most intensive housing development near stations and ferry stops or commuter rail, such as the SMART Rail, having the least.\u003c/p>\n\u003cfigure id=\"attachment_12042675\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Apartment buildings under construction near Macarthur BART station in Oakland, on Feb. 21, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit stops located in counties with fewer than 15 rail stations would be subject to the least intensive development standards.\u003c/p>\n\u003cp>Sen. Josh Becker, D-Menlo Park, who ultimately voted in support of the measure, said he was concerned that cities are already required to demonstrate to the state how they plan to accommodate new housing in their communities through a process called the \u003ca href=\"https://www.hcd.ca.gov/planning-and-community-development/regional-housing-needs-allocation\">Regional Housing Needs Allocation\u003c/a>, and this bill undermines it.\u003c/p>\n\u003cp>“Many cities only recently completed those [plans], where we told them, ‘Hey, you pick where you zone,’” he said. “And then, here, we’re coming along and saying, ‘Hey, and by the way, we’re gonna choose for you in these areas.’”\u003c/p>\n\u003cp>A recent amendment to the bill allows jurisdictions to present their own proposals to the state’s housing department to increase density around transit stops. That could mean allowing more housing near one station within a city and less around another, or building taller apartments on one side of a station.\u003c/p>\n\u003cp>“It is very important to me to give cities additional flexibility to say, ‘We understand what you’re trying to do. We want to do it in a somewhat different way,’” Wiener said, adding that flexibility is already written into the bill. “I know we can make it even better, and I’m committed to doing that work.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The bill, SB 79, by state Sen. Scott Wiener, would allow buildings between four and seven stories tall around certain bus, ferry and train stations across California. ",
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"title": "Controversial Housing-Near-Transit Bill Advances to Next Stop in Legislature | KQED",
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"headline": "Controversial Housing-Near-Transit Bill Advances to Next Stop in Legislature",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A controversial bill that would allow \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">more apartments near public transit\u003c/a> stations throughout California narrowly squeaked through the state Senate on Tuesday.\u003c/p>\n\u003cp>The bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB79\">SB 79\u003c/a>, needed 21 “yes” votes to pass, and it had none to spare, with senators voting 21–13 to advance it to the Assembly. Authored by Sen. Scott Wiener, D-San Francisco, SB 79 would enable the construction of buildings between four and nine stories tall near certain high-frequency bus stations, train and ferry stops. Wiener said the goals of the bill are twofold: to buoy beleaguered public transit agencies still recovering from \u003ca href=\"https://www.metro.net/about/la-metro-kicks-off-2025-with-continued-ridership-growth/#:~:text=January%20year%2Dover%2Dyear%20ridership,of%20its%20pre%2Dpandemic%20level.\">pandemic-era\u003c/a> ridership dips and to boost housing construction.\u003c/p>\n\u003cp>“We see that we do have [transit] systems in California that don’t have a lot of housing around it, and they have low ridership as a result,” Wiener said on the Senate floor on Tuesday. “And so the purpose of this bill is to say, ‘Let’s focus more housing around the highest-quality public transportation, where we have made significant public investments of tax dollars.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Previous attempts to pass similar measures — most recently \u003ca href=\"https://www.kqed.org/news/11798945/__trashed-4\">SB 50 in 2020\u003c/a> and its predecessor, SB 857, which was first introduced in 2018 — died in the legislature before making it to the governor’s desk. The latest iteration comes as the state’s Democratic legislature, reeling from the results of the 2024 national election, has \u003ca href=\"https://calmatters.org/politics/2025/02/california-affordability-housing-costs-legislation/#:~:text=At%20least%20250%20of%20the,improve%20services%2C%E2%80%9D%20Miller%20said.\">vowed to take on the issue of affordability\u003c/a>, but \u003ca href=\"https://www.kqed.org/news/12031302/wieners-controversial-bill-to-allow-housing-near-transit-is-back\">without a clear consensus\u003c/a> on just how to achieve it.\u003c/p>\n\u003cp>On the Senate floor on Tuesday, those differences were on display, with opponents of the bill claiming it lacks clear affordability requirements and supporters pointing to the state’s \u003ca href=\"https://www.ppic.org/blog/new-housing-fails-to-make-up-for-decades-of-undersupply/\">housing shortage\u003c/a> as the primary driver of \u003ca href=\"https://lao.ca.gov/LAOEconTax/Article/Detail/793\">rising home costs\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12042698\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042698\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg\" alt=\"\" width=\"1920\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-800x517.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1020x659.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/Housing_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Under SB 79, transit stops would be separated into “tiers” based on the frequency of the service and location. Heavy rail lines, such as BART and Caltrain, could see taller apartments, and lower-frequency commuter lines, such as SMART Rail and ferry stops, would see less intensive development. \u003ccite>(Illustration by Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sen. Lola Smallwood Cuevas, D-Los Angeles, agreed with the bill’s basic premise to prioritize new housing around transit, but worried that without stronger anti-displacement measures, it would allow new development to push out lower-income residents, who are also most likely to \u003ca href=\"https://calmatters.org/housing/2025/05/la-gentrification-public-transit/\">ride public transportation\u003c/a>.\u003c/p>\n\u003cp>“And I don’t see enough opportunity in this bill to stop the massive displacement,” she said before ultimately abstaining from a vote. “There is no mention of community benefits. There’s no mention in terms of — how do we ensure that our most vulnerable communities, that are at the most risk of being displaced, how do we ensure that they have an opportunity to fully participate?”\u003c/p>\n\u003cp>The bill requires developers to abide by local inclusionary housing mandates and allows them to take advantage of existing \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB423\">permit streamlining\u003c/a> and \u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=65915&lawCode=GOV\">density bonus\u003c/a> laws, which would trigger built-in affordability requirements, Wiener noted. If developers opt out, they would have to go through the same public process they undergo now. But he added, the bill’s premise — to allow apartments in areas where they wouldn’t otherwise be permitted — also makes affordable housing easier to build.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Low-density housing means no affordable housing because you’re not going to have affordable housing unless you have a certain level of multi-unit density,” he said, noting that the Nonprofit Housing Association of Northern California, which had earlier been opposed to the bill, was now in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260SB79\">support\u003c/a>.\u003c/p>\n\u003cp>The bill also faced bipartisan opposition from senators who said it would override cities’ ability to plan for housing in their communities by allowing transit agencies to have more control over what gets built near stations.\u003c/p>\n\u003cp>“The bill also allows transit agencies to become de facto land developers,” Sen. Kelly Seyarto, R-Murrieta, said. “And the need to make land use decisions based on agency fiscal needs will taint the need to act in the best interest of the public and the community.”\u003c/p>\n\u003cp>Under \u003ca href=\"https://cayimby.org/wp-content/uploads/2025/05/SB-79-Wiener-Fact-Sheet-5.14.25.pdf\">the proposed legislation\u003c/a>, apartment buildings would be the tallest directly adjacent to a transit stop, stepping down with a quarter-mile and again within a half-mile. The transit systems would be further separated into “tiers” based on the type of system, frequency of service and where the transit agencies are located.\u003c/p>\n\u003cp>Heavy rail and high-frequency commuter trains — such as BART, Caltrain and LA Metro’s B and D lines — would have the most intensive housing development near stations and ferry stops or commuter rail, such as the SMART Rail, having the least.\u003c/p>\n\u003cfigure id=\"attachment_12042675\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042675\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Apartment buildings under construction near Macarthur BART station in Oakland, on Feb. 21, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit stops located in counties with fewer than 15 rail stations would be subject to the least intensive development standards.\u003c/p>\n\u003cp>Sen. Josh Becker, D-Menlo Park, who ultimately voted in support of the measure, said he was concerned that cities are already required to demonstrate to the state how they plan to accommodate new housing in their communities through a process called the \u003ca href=\"https://www.hcd.ca.gov/planning-and-community-development/regional-housing-needs-allocation\">Regional Housing Needs Allocation\u003c/a>, and this bill undermines it.\u003c/p>\n\u003cp>“Many cities only recently completed those [plans], where we told them, ‘Hey, you pick where you zone,’” he said. “And then, here, we’re coming along and saying, ‘Hey, and by the way, we’re gonna choose for you in these areas.’”\u003c/p>\n\u003cp>A recent amendment to the bill allows jurisdictions to present their own proposals to the state’s housing department to increase density around transit stops. That could mean allowing more housing near one station within a city and less around another, or building taller apartments on one side of a station.\u003c/p>\n\u003cp>“It is very important to me to give cities additional flexibility to say, ‘We understand what you’re trying to do. We want to do it in a somewhat different way,’” Wiener said, adding that flexibility is already written into the bill. “I know we can make it even better, and I’m committed to doing that work.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-faces-a-fiscal-crisis-newsoms-budget-plan-could-make-it-worse",
"title": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse",
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"headTitle": "Bay Area Transit Faces a Fiscal Crisis. Newsom’s Budget Plan Could Make It Worse | KQED",
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"content": "\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.[aside postID=news_12040951 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg']As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\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/bart\">BART\u003c/a> is moving forward with the latest in a series of \u003ca href=\"https://www.kqed.org/news/tag/bart-fares\">fare hikes\u003c/a> designed to keep up with inflation as it faces a future of major deficits and potential service cuts.\u003c/p>\n\u003cp>The 6.2% increase is scheduled to take effect Jan. 1. The surge continues a program of inflation-based increases the agency has imposed every two years since 2004.\u003c/p>\n\u003cp>The one-way cost for the shortest trips on the system, such as those between stops in downtown San Francisco and Oakland, will rise from $2.45 to $2.60. A moderate-length commute — from El Cerrito Plaza to San Francisco’s Civic Center station — will go up 35 cents to $5.70 each way. BART calculates that the average passenger fare will rise from about 30 cents to $5.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The latest hike is detailed in \u003ca href=\"https://www.documentcloud.org/documents/25949336-title-vi-analysis-for-2026-inflation-based-fare-increase-report/\">a federally required analysis\u003c/a> of the equity impact on minority and low-income riders that the BART board of directors is slated to approve Thursday.\u003c/p>\n\u003cp>The 106-page report, which includes dozens of pages of largely critical comments from people surveyed about the proposed increase earlier this year, concludes that higher fares will have no disparate impact on BART’s substantial number of customers who are people of color or who have lower incomes.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"BART Fare Increases, 1972-2026\" aria-label=\"Table\" id=\"datawrapper-chart-20HRx\" src=\"https://datawrapper.dwcdn.net/20HRx/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1020\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Survey respondents who supported the higher fares said they understand the need, as the agency faces a budget crisis that could lead to service cuts as soon as mid-2026.\u003c/p>\n\u003cp>“Look, no one wants to have to pay more for things,” one of those surveyed wrote. “But I’d rather BART double fares than cut service. BART is essential to my ability to live, work, and have fun in the Bay Area.”\u003c/p>\n\u003cp>But those saying they were willing to pay more were outnumbered about two to one by people saying the agency’s fares are high enough.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The more you increase the prices, the less likely people will want to even ride the BART, which will lower your revenue,” one commenter wrote. “… Y’all are just making Bart less and less accessible at this point.”\u003c/p>\n\u003cp>Because the BART board elected to phase in the previous inflation-related increase \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">over the past two years\u003c/a>, the next hike will mark the third straight year fares have gone up for the first time in the agency’s history.\u003c/p>\n\u003cp>BART offers a 50% discount for lower-income riders through the regional \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper Start\u003c/a> program. The initiative, which the Metropolitan Transportation Commission launched in 2020, offers reduced fares on more than 20 Bay Area transit operators and is available to those with household income of less than 200% of the region’s federally defined poverty level.[aside postID=news_12040762 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240313-BART-CRISIS-INTERVENTION-UNIT-MD-15-1020x679.jpg']BART management has already baked the 6.2% increase into its revenue projections for the next two fiscal years. The agency is forecasting a balanced budget this year, thanks largely to one-time state aid for its day-to-day operations and to a lesser extent, on a series of cost-cutting moves such as a partial hiring freeze.\u003c/p>\n\u003cp>However, additional revenue from the new fare hike — somewhere between $15 million and $20 million a year — will do little to solve BART deficits projected to total more than $1 billion by the end of the decade.\u003c/p>\n\u003cp>The fiscal crisis is driven mostly by the continuing loss of ridership and fare revenue triggered by the COVID-19 pandemic five years ago.\u003c/p>\n\u003cp>BART is among several Bay Area transit agencies, including Muni, AC Transit and Caltrain, that are banking on a regional tax measure planned for the November 2026 ballot to reduce their funding shortfalls.\u003c/p>\n\u003cp>Without revenue from such a measure, BART has warned that a range of draconian service cuts are likely. Those could include shutting down two of its five lines, closing stations, reducing operating hours and running trains just once an hour.\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/bart\">BART\u003c/a> is moving forward with the latest in a series of \u003ca href=\"https://www.kqed.org/news/tag/bart-fares\">fare hikes\u003c/a> designed to keep up with inflation as it faces a future of major deficits and potential service cuts.\u003c/p>\n\u003cp>The 6.2% increase is scheduled to take effect Jan. 1. The surge continues a program of inflation-based increases the agency has imposed every two years since 2004.\u003c/p>\n\u003cp>The one-way cost for the shortest trips on the system, such as those between stops in downtown San Francisco and Oakland, will rise from $2.45 to $2.60. A moderate-length commute — from El Cerrito Plaza to San Francisco’s Civic Center station — will go up 35 cents to $5.70 each way. BART calculates that the average passenger fare will rise from about 30 cents to $5.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The latest hike is detailed in \u003ca href=\"https://www.documentcloud.org/documents/25949336-title-vi-analysis-for-2026-inflation-based-fare-increase-report/\">a federally required analysis\u003c/a> of the equity impact on minority and low-income riders that the BART board of directors is slated to approve Thursday.\u003c/p>\n\u003cp>The 106-page report, which includes dozens of pages of largely critical comments from people surveyed about the proposed increase earlier this year, concludes that higher fares will have no disparate impact on BART’s substantial number of customers who are people of color or who have lower incomes.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"BART Fare Increases, 1972-2026\" aria-label=\"Table\" id=\"datawrapper-chart-20HRx\" src=\"https://datawrapper.dwcdn.net/20HRx/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"1020\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Survey respondents who supported the higher fares said they understand the need, as the agency faces a budget crisis that could lead to service cuts as soon as mid-2026.\u003c/p>\n\u003cp>“Look, no one wants to have to pay more for things,” one of those surveyed wrote. “But I’d rather BART double fares than cut service. BART is essential to my ability to live, work, and have fun in the Bay Area.”\u003c/p>\n\u003cp>But those saying they were willing to pay more were outnumbered about two to one by people saying the agency’s fares are high enough.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12040953 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The more you increase the prices, the less likely people will want to even ride the BART, which will lower your revenue,” one commenter wrote. “… Y’all are just making Bart less and less accessible at this point.”\u003c/p>\n\u003cp>Because the BART board elected to phase in the previous inflation-related increase \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">over the past two years\u003c/a>, the next hike will mark the third straight year fares have gone up for the first time in the agency’s history.\u003c/p>\n\u003cp>BART offers a 50% discount for lower-income riders through the regional \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper Start\u003c/a> program. The initiative, which the Metropolitan Transportation Commission launched in 2020, offers reduced fares on more than 20 Bay Area transit operators and is available to those with household income of less than 200% of the region’s federally defined poverty level.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART management has already baked the 6.2% increase into its revenue projections for the next two fiscal years. The agency is forecasting a balanced budget this year, thanks largely to one-time state aid for its day-to-day operations and to a lesser extent, on a series of cost-cutting moves such as a partial hiring freeze.\u003c/p>\n\u003cp>However, additional revenue from the new fare hike — somewhere between $15 million and $20 million a year — will do little to solve BART deficits projected to total more than $1 billion by the end of the decade.\u003c/p>\n\u003cp>The fiscal crisis is driven mostly by the continuing loss of ridership and fare revenue triggered by the COVID-19 pandemic five years ago.\u003c/p>\n\u003cp>BART is among several Bay Area transit agencies, including Muni, AC Transit and Caltrain, that are banking on a regional tax measure planned for the November 2026 ballot to reduce their funding shortfalls.\u003c/p>\n\u003cp>Without revenue from such a measure, BART has warned that a range of draconian service cuts are likely. Those could include shutting down two of its five lines, closing stations, reducing operating hours and running trains just once an hour.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Fire at BART’s San Leandro Station Causes Widespread Service Disruptions",
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"content": "\u003cp>\u003cem>Updated 3:45 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>A fire at \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>‘s San Leandro station early Tuesday triggered the system’s second major service disruption this month, halting trains in much of the East Bay and South Bay.\u003c/p>\n\u003cp>BART didn’t immediately provide details about the blaze, but \u003ca href=\"https://x.com/mattbiglerradio/status/1924824585448652964\">video posted on social media\u003c/a> showed what appeared to be an electrical fire along the trackway at the station shortly before 5 a.m.\u003c/p>\n\u003cp>Spokesperson Chris Filippi told reporters at the San Leandro station that the fire had damaged train control equipment and a high-voltage electrical cable that feeds power to the system’s third rail.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The fire shut down all BART service south of Oakland’s Lake Merritt station, stranding passengers on the Green Line between San Jose’s Berryessa station and Daly City, on the Blue Line between Dublin/Pleasanton and Daly City, and on the Orange Line between Richmond and Berryessa.[aside postID=news_12040762 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240313-BART-CRISIS-INTERVENTION-UNIT-MD-15-1020x679.jpg']\u003c/p>\n\u003cp>Into the early afternoon, the smell of burnt plastic hung in the air at the San Leandro station as police cordoned off the area with yellow tape. Crews were working on removing burned insulation and cables from under the track when Jonathan Woods walked up to the station, only for members of BART’s Crisis Intervention Team to turn him away because the power was off.\u003c/p>\n\u003cp>Woods was there to put money on his Clipper card ahead of a trip to San Francisco on Wednesday.\u003c/p>\n\u003cp>“I only take Bart when I go to the city, and so I can leave my car parked here,” he said.\u003c/p>\n\u003cp>The agency \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">said on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>Hali Shannon of Oakland tugged on the Lake Merritt BART station doors only to discover they were locked. She was running late for a business appointment in San Francisco, so a KQED reporter gave her a ride to West Oakland BART, which was open.\u003c/p>\n\u003cp>“I’m working on getting a new car,” she said. “So recently, I have been depending on Bart and a few other means of transportation, like Uber and things like that.”\u003c/p>\n\u003cp>Shannon said she primarily uses BART to avoid traffic when traveling to San Francisco, where she was headed to Powell Station. She’s experienced BART disruptions before.\u003c/p>\n\u003cp>“In the past when I used to take it all the time, but normally I drive so I haven’t had any major issues since I’ve been taking BART,” she said.\u003c/p>\n\u003cp>The agency said \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>AC Transit is offering replacement service between the Lake Merritt and Fremont stations. VTA is running substitute service between the Milpitas and Berryessa stations.\u003c/p>\n\u003cp>Tuesday’s incident marked the second time in recent weeks that BART has suffered a service meltdown. On May 9, \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">a still-unexplained computer network failure\u003c/a> shut down the system for several hours.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bkrans\">Brian Krans\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Trains were halted in much of the East Bay and South Bay on Tuesday morning, marking the system’s second major service disruption this month.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:45 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>A fire at \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>‘s San Leandro station early Tuesday triggered the system’s second major service disruption this month, halting trains in much of the East Bay and South Bay.\u003c/p>\n\u003cp>BART didn’t immediately provide details about the blaze, but \u003ca href=\"https://x.com/mattbiglerradio/status/1924824585448652964\">video posted on social media\u003c/a> showed what appeared to be an electrical fire along the trackway at the station shortly before 5 a.m.\u003c/p>\n\u003cp>Spokesperson Chris Filippi told reporters at the San Leandro station that the fire had damaged train control equipment and a high-voltage electrical cable that feeds power to the system’s third rail.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The fire shut down all BART service south of Oakland’s Lake Merritt station, stranding passengers on the Green Line between San Jose’s Berryessa station and Daly City, on the Blue Line between Dublin/Pleasanton and Daly City, and on the Orange Line between Richmond and Berryessa.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Into the early afternoon, the smell of burnt plastic hung in the air at the San Leandro station as police cordoned off the area with yellow tape. Crews were working on removing burned insulation and cables from under the track when Jonathan Woods walked up to the station, only for members of BART’s Crisis Intervention Team to turn him away because the power was off.\u003c/p>\n\u003cp>Woods was there to put money on his Clipper card ahead of a trip to San Francisco on Wednesday.\u003c/p>\n\u003cp>“I only take Bart when I go to the city, and so I can leave my car parked here,” he said.\u003c/p>\n\u003cp>The agency \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">said on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>Hali Shannon of Oakland tugged on the Lake Merritt BART station doors only to discover they were locked. She was running late for a business appointment in San Francisco, so a KQED reporter gave her a ride to West Oakland BART, which was open.\u003c/p>\n\u003cp>“I’m working on getting a new car,” she said. “So recently, I have been depending on Bart and a few other means of transportation, like Uber and things like that.”\u003c/p>\n\u003cp>Shannon said she primarily uses BART to avoid traffic when traveling to San Francisco, where she was headed to Powell Station. She’s experienced BART disruptions before.\u003c/p>\n\u003cp>“In the past when I used to take it all the time, but normally I drive so I haven’t had any major issues since I’ve been taking BART,” she said.\u003c/p>\n\u003cp>The agency said \u003ca href=\"https://x.com/SFBART/status/1924867958662431049\">on social media\u003c/a> just before 10 a.m. that it could still take six to eight hours to restore normal service. It advised customers to seek alternate transportation.\u003c/p>\n\u003cp>AC Transit is offering replacement service between the Lake Merritt and Fremont stations. VTA is running substitute service between the Milpitas and Berryessa stations.\u003c/p>\n\u003cp>Tuesday’s incident marked the second time in recent weeks that BART has suffered a service meltdown. On May 9, \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">a still-unexplained computer network failure\u003c/a> shut down the system for several hours.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bkrans\">Brian Krans\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-fare-evasion-crackdown-largely-ineffective-new-report-suggests",
"title": "BART Fare Evasion Crackdown Is Largely Ineffective, New Report Suggests",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s fare enforcement efforts have neither led to significant revenue recovery nor made riders feel all that much safer, according to a new report.\u003c/p>\n\u003cp>The \u003ca href=\"https://policingequity.org/wp-content/uploads/2025/05/CPE-BART-Report.pdf?utm_source=press&utm_medium=release&utm_campaign=bart\">report\u003c/a> published last week by the Center for Policing Equity, an found that the transit agency’s efforts to curb fare evasion have also disproportionately affected marginalized groups of riders, including people of color, unhoused people and those experiencing mental health challenges. It also recommends that BART expand its non-police responses to public nuisances.\u003c/p>\n\u003cp>“BART’s focus on fare evasion recovers minimal revenue, may be addressing an overstated problem, and is not effective at curbing incidents that make riders feel uneasy in the system,” the analysis concluded.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Findings from the BART-funded report, conducted in partnership with the agency and its police department, the Office of the Independent Police Auditor and several local nonprofits, is based on a trove of public safety and financial data, as well as short interviews with commuters at eight stations with the highest rates of fare evasion stops by BART police — including El Cerrito Plaza, Lake Merritt, Civic Center and West Oakland stations. The study’s authors also held focus groups with 95 riders from the five counties the transit agency serves.\u003c/p>\n\u003cp>Most riders shared similar safety concerns, ranging from quality-of-life issues to fear of serious violence, with the most commonly reported complaints being related to nonviolent nuisances and the presence of people who are unhoused or are suffering from mental illness.\u003c/p>\n\u003cp>Most riders, however, said BART’s heightened efforts to crack down on fare evasion have done little to improve public safety. That is backed by available data, despite the agency’s assertions to the contrary, the report said.\u003c/p>\n\u003cfigure id=\"attachment_11958827\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958827\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED.jpg\" alt=\"A train car pulls into an outdoor station with several passengers waiting on the platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A train destined for Warm Springs arrives at the West Oakland BART station in Oakland on Aug. 2, 2018. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They suggest that their fare enforcement policies and practices will improve public safety,” said Price Nyland, CPE’s impact and engagement manager. “But within this report and the data we were given access to and did use, there was not a consistent or meaningful link between punitive fare enforcement and increased safety.”\u003c/p>\n\u003cp>Researchers were also unable to verify the accuracy of BART’s estimate that fare evasion costs the financially struggling agency an estimated $25 million a year, the report said, arguing that the figure is likely overstated. It also noted that BART denied researchers access to data that could have been used to support that estimate and accused the agency of failing to clearly explain how its efforts would reduce crime.\u003c/p>\n\u003cp>The report comes as BART faces significant financial challenges due, in large part, to significantly decreased ridership since the pandemic. The agency is grappling with ongoing structural deficits ranging from $350 million to $400 million per year beginning in fiscal year 2027, the agency \u003ca href=\"https://www.bart.gov/about/financials/crisis\">reported in a post\u003c/a> titled “BART is facing a fiscal cliff.”\u003c/p>\n\u003cp>BART said its leadership had not been given sufficient time to read the report or weigh in on the findings, but the agency touted its efforts to install taller fare gates at 30 stations and uphold its code of conduct, including fare enforcement and “an increase in the visible safety presence in the system.”[aside postID=news_11985965 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-05-KQED-1020x680.jpg']“These strategies are improving the rider experience and are key to our 17% drop in crime last year,” BART spokesperson Christopher Filippi said in an email to KQED. He said BART riders are seeing “revitalized station environments,” better access for riders in wheelchairs, and a 1/3 drop in the number of riders who reported seeing fare evasion on their trip.\u003c/p>\n\u003cp>“These new gates serve as a powerful deterrent against fare evasion and as a result will reduce the number of interactions between BART PD and would-be fare evaders,” Filippi said, adding that BART plans to install the new gates at all 50 stations by the end of this year, at a cost of \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">roughly $90 million\u003c/a>.\u003c/p>\n\u003cp>Filippi also noted that the $25 million annual fare evasion cost estimate is a pre-pandemic figure that BART has not used in at least six years, and said CPE’s analysis was completed when the old, easy-to-hurdle orange slice gates were still in place.\u003c/p>\n\u003cp>“We believe the findings are no longer valid as the BART station environment is now very different,” Filippi said, adding that fare inspectors are instructed to check every single person on a train to eliminate disparities.\u003c/p>\n\u003cp>Filippi also said the agency has expanded the use of \u003ca href=\"https://www.kqed.org/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working\">ambassadors and crisis intervention specialists\u003c/a>, and is budgeting to add more crisis intervention positions next year.\u003c/p>\n\u003cp>He disputed the assertion that BART withheld some data from the report’s authors.\u003c/p>\n\u003cp>“We provided all available data,” Filippi said. “We don’t know what they are referencing.”\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART’s new fare gates are up at Civic Center, the second station after West Oakland to get the gates. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Meanwhile, the agency’s efforts to prevent fare evasion have furthered racial disparities, according to the report. Black people accounted for more than 43% of the nearly 21,000 fare evasion stops and nearly half of all citations issued from 2021 to 2023, despite making up only about 10% of BART’s ridership. And in the focus groups, many Black and brown participants said they felt racially profiled during fare checks.\u003c/p>\n\u003cp>One study participant, a Black man in his late 30s, described two encounters that started as a “welfare check” because he had fallen asleep on BART after working a double shift, but quickly turned into a fare enforcement stop because he was asked to provide proof of payment and was subsequently searched, he said.\u003c/p>\n\u003cp>The report also found that BART police often used fare evasion checks to target unhoused people and escalated such stops into full ID checks and searches, frequently resulting in arrests for unrelated offenses.\u003c/p>\n\u003cp>The authors recommended that BART expand efforts, such as its transit ambassador and crisis intervention teams, which are largely based on non-punitive approaches to helping people who appear to be in distress. It further advocates for separating those programs from the BART Police Department to maintain full independence.[aside postID=news_12040042 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-002_qed-1020x680.jpg']Additional recommendations for BART include working closely with community-based social service providers to address the needs of vulnerable populations, improving access to discounted fares for eligible riders, and implementing data auditing procedures to ensure accurate and comprehensive recording of incidents. It also urges the agency to clearly articulate the rationale for its enforcement strategies to the public.\u003c/p>\n\u003cp>“BART riders and Bay Area community residents deserve to see an evidence-based and a metrics-based plan” for their enforcement strategies, Nyland said. “It’s one thing to just implement something because it worked in another city, but you should have research to back your plan in your own community.”\u003c/p>\n\u003cp>CPE’s report follows its \u003ca href=\"https://www.bart.gov/sites/default/files/docs/CPE%20Report.pdf\">2020 analysis\u003c/a> examining the impact of policing throughout the BART system, which found significant issues related to racial equity and use of force. BART leadership accepted 12 specific recommendations from the report, its authors said, while also committing to analyzing the root causes of those disparities.\u003c/p>\n\u003cp>Nyland emphasized that this new report found multiple examples of BART taking positive steps to address disparities in its system, but she said the evidence makes clear that BART should adopt additional community-informed strategies that rely less on punitive fare enforcement.\u003c/p>\n\u003cp>“I think that their decision to participate in this evaluation reflects a willingness to engage with the issues at hand. But the process is not without its challenges,” she said. “This is really intended to be a starting point for BART as an agency to better understand the range of experiences that its riders are having on the system.”\u003c/p>\n\u003cp>The report, Nyland said, is meant to support the idea that the diverse experience of riders should be central to the approach that BART is taking in its enforcement efforts.\u003c/p>\n\u003cp>“Especially when you’re talking about the racial impacts, I mean, the realities are that these practices and these policies are disproportionately impacting Black riders, and the community deserves to know that,” she said. “BART has indicated in the past and continues to indicate an investment in addressing those types of issues. So we’re very hopeful that this report and these recommendations can empower the community and the agency itself to improve in those ways.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit agency’s fare enforcement efforts have recovered minimal revenue, furthered racial disparities and largely failed to make riders feel safer, the report found.",
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"title": "BART Fare Evasion Crackdown Is Largely Ineffective, New Report Suggests | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s fare enforcement efforts have neither led to significant revenue recovery nor made riders feel all that much safer, according to a new report.\u003c/p>\n\u003cp>The \u003ca href=\"https://policingequity.org/wp-content/uploads/2025/05/CPE-BART-Report.pdf?utm_source=press&utm_medium=release&utm_campaign=bart\">report\u003c/a> published last week by the Center for Policing Equity, an found that the transit agency’s efforts to curb fare evasion have also disproportionately affected marginalized groups of riders, including people of color, unhoused people and those experiencing mental health challenges. It also recommends that BART expand its non-police responses to public nuisances.\u003c/p>\n\u003cp>“BART’s focus on fare evasion recovers minimal revenue, may be addressing an overstated problem, and is not effective at curbing incidents that make riders feel uneasy in the system,” the analysis concluded.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Findings from the BART-funded report, conducted in partnership with the agency and its police department, the Office of the Independent Police Auditor and several local nonprofits, is based on a trove of public safety and financial data, as well as short interviews with commuters at eight stations with the highest rates of fare evasion stops by BART police — including El Cerrito Plaza, Lake Merritt, Civic Center and West Oakland stations. The study’s authors also held focus groups with 95 riders from the five counties the transit agency serves.\u003c/p>\n\u003cp>Most riders shared similar safety concerns, ranging from quality-of-life issues to fear of serious violence, with the most commonly reported complaints being related to nonviolent nuisances and the presence of people who are unhoused or are suffering from mental illness.\u003c/p>\n\u003cp>Most riders, however, said BART’s heightened efforts to crack down on fare evasion have done little to improve public safety. That is backed by available data, despite the agency’s assertions to the contrary, the report said.\u003c/p>\n\u003cfigure id=\"attachment_11958827\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958827\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED.jpg\" alt=\"A train car pulls into an outdoor station with several passengers waiting on the platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/230822-BART-TRAIN-GETTY-PC-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A train destined for Warm Springs arrives at the West Oakland BART station in Oakland on Aug. 2, 2018. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They suggest that their fare enforcement policies and practices will improve public safety,” said Price Nyland, CPE’s impact and engagement manager. “But within this report and the data we were given access to and did use, there was not a consistent or meaningful link between punitive fare enforcement and increased safety.”\u003c/p>\n\u003cp>Researchers were also unable to verify the accuracy of BART’s estimate that fare evasion costs the financially struggling agency an estimated $25 million a year, the report said, arguing that the figure is likely overstated. It also noted that BART denied researchers access to data that could have been used to support that estimate and accused the agency of failing to clearly explain how its efforts would reduce crime.\u003c/p>\n\u003cp>The report comes as BART faces significant financial challenges due, in large part, to significantly decreased ridership since the pandemic. The agency is grappling with ongoing structural deficits ranging from $350 million to $400 million per year beginning in fiscal year 2027, the agency \u003ca href=\"https://www.bart.gov/about/financials/crisis\">reported in a post\u003c/a> titled “BART is facing a fiscal cliff.”\u003c/p>\n\u003cp>BART said its leadership had not been given sufficient time to read the report or weigh in on the findings, but the agency touted its efforts to install taller fare gates at 30 stations and uphold its code of conduct, including fare enforcement and “an increase in the visible safety presence in the system.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“These strategies are improving the rider experience and are key to our 17% drop in crime last year,” BART spokesperson Christopher Filippi said in an email to KQED. He said BART riders are seeing “revitalized station environments,” better access for riders in wheelchairs, and a 1/3 drop in the number of riders who reported seeing fare evasion on their trip.\u003c/p>\n\u003cp>“These new gates serve as a powerful deterrent against fare evasion and as a result will reduce the number of interactions between BART PD and would-be fare evaders,” Filippi said, adding that BART plans to install the new gates at all 50 stations by the end of this year, at a cost of \u003ca href=\"https://www.bart.gov/about/projects/fare-gate\">roughly $90 million\u003c/a>.\u003c/p>\n\u003cp>Filippi also noted that the $25 million annual fare evasion cost estimate is a pre-pandemic figure that BART has not used in at least six years, and said CPE’s analysis was completed when the old, easy-to-hurdle orange slice gates were still in place.\u003c/p>\n\u003cp>“We believe the findings are no longer valid as the BART station environment is now very different,” Filippi said, adding that fare inspectors are instructed to check every single person on a train to eliminate disparities.\u003c/p>\n\u003cp>Filippi also said the agency has expanded the use of \u003ca href=\"https://www.kqed.org/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working\">ambassadors and crisis intervention specialists\u003c/a>, and is budgeting to add more crisis intervention positions next year.\u003c/p>\n\u003cp>He disputed the assertion that BART withheld some data from the report’s authors.\u003c/p>\n\u003cp>“We provided all available data,” Filippi said. “We don’t know what they are referencing.”\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997867\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART’s new fare gates are up at Civic Center, the second station after West Oakland to get the gates. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Meanwhile, the agency’s efforts to prevent fare evasion have furthered racial disparities, according to the report. Black people accounted for more than 43% of the nearly 21,000 fare evasion stops and nearly half of all citations issued from 2021 to 2023, despite making up only about 10% of BART’s ridership. And in the focus groups, many Black and brown participants said they felt racially profiled during fare checks.\u003c/p>\n\u003cp>One study participant, a Black man in his late 30s, described two encounters that started as a “welfare check” because he had fallen asleep on BART after working a double shift, but quickly turned into a fare enforcement stop because he was asked to provide proof of payment and was subsequently searched, he said.\u003c/p>\n\u003cp>The report also found that BART police often used fare evasion checks to target unhoused people and escalated such stops into full ID checks and searches, frequently resulting in arrests for unrelated offenses.\u003c/p>\n\u003cp>The authors recommended that BART expand efforts, such as its transit ambassador and crisis intervention teams, which are largely based on non-punitive approaches to helping people who appear to be in distress. It further advocates for separating those programs from the BART Police Department to maintain full independence.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Additional recommendations for BART include working closely with community-based social service providers to address the needs of vulnerable populations, improving access to discounted fares for eligible riders, and implementing data auditing procedures to ensure accurate and comprehensive recording of incidents. It also urges the agency to clearly articulate the rationale for its enforcement strategies to the public.\u003c/p>\n\u003cp>“BART riders and Bay Area community residents deserve to see an evidence-based and a metrics-based plan” for their enforcement strategies, Nyland said. “It’s one thing to just implement something because it worked in another city, but you should have research to back your plan in your own community.”\u003c/p>\n\u003cp>CPE’s report follows its \u003ca href=\"https://www.bart.gov/sites/default/files/docs/CPE%20Report.pdf\">2020 analysis\u003c/a> examining the impact of policing throughout the BART system, which found significant issues related to racial equity and use of force. BART leadership accepted 12 specific recommendations from the report, its authors said, while also committing to analyzing the root causes of those disparities.\u003c/p>\n\u003cp>Nyland emphasized that this new report found multiple examples of BART taking positive steps to address disparities in its system, but she said the evidence makes clear that BART should adopt additional community-informed strategies that rely less on punitive fare enforcement.\u003c/p>\n\u003cp>“I think that their decision to participate in this evaluation reflects a willingness to engage with the issues at hand. But the process is not without its challenges,” she said. “This is really intended to be a starting point for BART as an agency to better understand the range of experiences that its riders are having on the system.”\u003c/p>\n\u003cp>The report, Nyland said, is meant to support the idea that the diverse experience of riders should be central to the approach that BART is taking in its enforcement efforts.\u003c/p>\n\u003cp>“Especially when you’re talking about the racial impacts, I mean, the realities are that these practices and these policies are disproportionately impacting Black riders, and the community deserves to know that,” she said. “BART has indicated in the past and continues to indicate an investment in addressing those types of issues. So we’re very hopeful that this report and these recommendations can empower the community and the agency itself to improve in those ways.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "transit-advocates-warn-fiscal-crisis-after-newsom-passes-on-emergency-funding",
"title": "Transit Advocates Warn of Fiscal Crisis After Newsom Passes on Emergency Funding",
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"headTitle": "Transit Advocates Warn of Fiscal Crisis After Newsom Passes on Emergency Funding | KQED",
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"content": "\u003cp>As Bay Area transit systems ride on the edge of financial catastrophe, some state leaders and transit advocates were disappointed to see that Gov. Gavin Newsom did not include a funding boost in his \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">revised budget proposal\u003c/a> on Wednesday.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, had asked for $2 billion in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">emergency funding\u003c/a> for transit agencies, a stopgap solution ahead of their proposed sales tax measure for the November 2026 ballot that would raise much-needed money.\u003c/p>\n\u003cp>Bay Area transit agencies, including BART, Muni, AC Transit and Caltrain, face a combined budget deficit of more than $800 million in the next fiscal year. Without immediate funding, some supporters are worried that the agencies may be forced to reduce operations before a sales tax measure can be voted on.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s critical that we include in the adopted budget funding to keep transit agencies in operation in California,” Arreguín said. “We’re at the edge of a fiscal cliff, and the impact this will have on our state and particularly the Bay Area, will be significant.”\u003c/p>\n\u003cp>He added, however, that Newsom’s decision not to include transit funds in the revised state budget was not surprising. California now faces a $12 billion budget deficit in the coming fiscal year, according to the governor’s revised proposal, and the Trump administration’s hostilities threaten to further exacerbate the state’s economic uncertainty.\u003c/p>\n\u003cfigure id=\"attachment_12040183\" class=\"wp-caption aligncenter\" style=\"max-width: 1533px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040183\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg\" alt=\"\" width=\"1533\" height=\"1154\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg 1533w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-800x602.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-160x120.jpg 160w\" sizes=\"auto, (max-width: 1533px) 100vw, 1533px\">\u003cfigcaption class=\"wp-caption-text\">A banner reading “Gavin: Fund Transit” hangs from the pedestrian bridge over US-101 at Utah and 18th streets in San Francisco on Tuesday, May 13, 2025. Public transit advocates in 12 cities across California dropped banners over highway overpasses to demand that Gov. Newsom include $2 billion in the upcoming state budget revision to keep transit systems running over the next two years. \u003ccite>(Courtesy of Fund California Public Transit.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We knew when we submitted our budget request that it would be challenging,” Arreguín said. “We’re not going to expect that the federal government’s going to save us here, so it’s up to the state. We’re going to work harder over the next few weeks to make our case.”\u003c/p>\n\u003cp>While Newsom’s revised budget proposal does not include the emergency transit funding, the state Legislature may decide to add it before the budget is finalized in June, Arreguín noted.\u003c/p>\n\u003cp>If the money doesn’t come through, Arreguín warned that problems like last week’s \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">hourslong BART outage\u003c/a> that resulted in massive traffic jams and frustrated commuters could become more common.[aside postID=news_12040025 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/GavinNewsom2025AP2-1020x680.jpg']Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Two Bay Area lawmakers had urged Gov. Gavin Newsom to include $2 billion in emergency transit funding in his revised budget proposal. He declined, but the Legislature could still add it.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As Bay Area transit systems ride on the edge of financial catastrophe, some state leaders and transit advocates were disappointed to see that Gov. Gavin Newsom did not include a funding boost in his \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">revised budget proposal\u003c/a> on Wednesday.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, had asked for $2 billion in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">emergency funding\u003c/a> for transit agencies, a stopgap solution ahead of their proposed sales tax measure for the November 2026 ballot that would raise much-needed money.\u003c/p>\n\u003cp>Bay Area transit agencies, including BART, Muni, AC Transit and Caltrain, face a combined budget deficit of more than $800 million in the next fiscal year. Without immediate funding, some supporters are worried that the agencies may be forced to reduce operations before a sales tax measure can be voted on.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s critical that we include in the adopted budget funding to keep transit agencies in operation in California,” Arreguín said. “We’re at the edge of a fiscal cliff, and the impact this will have on our state and particularly the Bay Area, will be significant.”\u003c/p>\n\u003cp>He added, however, that Newsom’s decision not to include transit funds in the revised state budget was not surprising. California now faces a $12 billion budget deficit in the coming fiscal year, according to the governor’s revised proposal, and the Trump administration’s hostilities threaten to further exacerbate the state’s economic uncertainty.\u003c/p>\n\u003cfigure id=\"attachment_12040183\" class=\"wp-caption aligncenter\" style=\"max-width: 1533px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040183\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg\" alt=\"\" width=\"1533\" height=\"1154\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED.jpg 1533w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-800x602.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/IMAGE-6-KQED-160x120.jpg 160w\" sizes=\"auto, (max-width: 1533px) 100vw, 1533px\">\u003cfigcaption class=\"wp-caption-text\">A banner reading “Gavin: Fund Transit” hangs from the pedestrian bridge over US-101 at Utah and 18th streets in San Francisco on Tuesday, May 13, 2025. Public transit advocates in 12 cities across California dropped banners over highway overpasses to demand that Gov. Newsom include $2 billion in the upcoming state budget revision to keep transit systems running over the next two years. \u003ccite>(Courtesy of Fund California Public Transit.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We knew when we submitted our budget request that it would be challenging,” Arreguín said. “We’re not going to expect that the federal government’s going to save us here, so it’s up to the state. We’re going to work harder over the next few weeks to make our case.”\u003c/p>\n\u003cp>While Newsom’s revised budget proposal does not include the emergency transit funding, the state Legislature may decide to add it before the budget is finalized in June, Arreguín noted.\u003c/p>\n\u003cp>If the money doesn’t come through, Arreguín warned that problems like last week’s \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">hourslong BART outage\u003c/a> that resulted in massive traffic jams and frustrated commuters could become more common.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Cyrus Hall, a transportation activist, urged state legislators to reconsider the emergency funding. Without the $2 billion requested by Wiener and Arreguín, transit agencies are going to struggle to survive, he said. Many of them, such as BART and Muni, will have to drastically reduce services, which could mean slashing weekend operations and running fewer trains.\u003c/p>\n\u003cp>Alternatively, transit agencies could also decide to sustain themselves by reallocating funds, Hall said, adding that money typically spent on upkeep may be moved around in order to keep buses running, which could lead to unexpected failures. It’s not sustainable, he said.\u003c/p>\n\u003cp>“Public transit is that linchpin that allows people to get to work, to get to school. Without it, particularly here in the Bay Area with our geography, transportation will collapse,” Hall said. “We need to find the money in order to keep the system running.”\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission, said that because state funding is unreliable, Bay Area residents should prioritize long-term solutions such as the tax measure proposed by Wiener and Arreguín.\u003c/p>\n\u003cp>According to Long, while funds resulting from the measure wouldn’t be available until 2027, transit agencies could take out loans against the anticipated funding to prevent service reductions in the meantime.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\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>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.[aside postID=news_12039472 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250509-BARTOUTAGE-03-BL-KQED-1020x680.jpg']The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Afternoon rush hour brought the sounds of hundreds, if not thousands, of people \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">tagging their Clipper cards\u003c/a> and pushing their way through turnstiles on a recent Thursday at Embarcadero station in downtown San Francisco.\u003c/p>\n\u003cp>Among the crowds was Anna Kondolf, from the town of Fairfax in Marin County, who was on her way to a dinner date in the city.\u003c/p>\n\u003cp>“ I thought, why don’t we do this more? Because it was just so great to take the ferry here and then take BART,” Kondolf said. “It all kind of works.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It works, for now, but that interconnected network of transit could soon be severely reduced. Transit agencies across the Bay Area are forecasting \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">drastic service cuts\u003c/a> if nothing is done to alleviate multimillion-dollar budget deficits set to begin in 2026.\u003c/p>\n\u003cp>State Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, earlier this year \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a>, set to be heard Monday in the state Senate Appropriations Committee, that would put a sales tax on the ballot in some Bay Area counties next year in order to help fund these agencies and save the region’s public transit network as we know it.\u003c/p>\n\u003cp>“We all need to work together and lock arms and understand that if our transit systems collapse, if we see catastrophic service cuts at Muni, BART, AC Transit and Caltrain, that’s terrible for the entire region,” Wiener told KQED.\u003c/p>\n\u003ch2>A slimmed-down tax proposal\u003c/h2>\n\u003cp>As it is currently written, Wiener and Arreguín’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> would put a measure on the November 2026 ballot to impose a 0.5% sales tax in Alameda and Contra counties, and a 0.5% to 1% sales tax in San Francisco County.\u003c/p>\n\u003cp>Revenue from the tax would primarily go toward funding San Francisco’s Muni, BART, AC Transit and Caltrain. Smaller transit agencies in the East Bay would also be eligible to receive funds.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>An analysis by the Metropolitan Transportation Commission found that the tax could generate between roughly $440 million and $550 million a year, depending on the tax rate.\u003c/p>\n\u003cp>Wiener pulled a similar but farther-reaching bill from consideration last year in the face of \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">widespread opposition\u003c/a>. That effort would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>This year, the bill was narrowed down to just three counties, though it also includes a provision for San Mateo and Santa Clara counties to opt in by a July 31 deadline.\u003c/p>\n\u003cp>“ I’m cautiously optimistic about the bill’s prospects, but it ain’t over until it’s over,” Wiener said.\u003c/p>\n\u003ch2>Service cuts with deep implications\u003c/h2>\n\u003cp>Of all the Bay Area’s main transit agencies, BART has the biggest deficit and is forecasting the most severe cuts.\u003c/p>\n\u003cp>Beginning in fiscal year 2026, BART said its budget deficit will balloon to around $385 million. If SB 63 fails, the agency is considering cost-saving scenarios, including cutting two lines entirely, closing on weekends and shutting down the system at 9 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12039661\" class=\"wp-caption aligncenter\" style=\"max-width: 1976px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039661 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg\" alt=\"\" width=\"1976\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed.jpg 1976w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-800x540.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1020x688.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1536x1036.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/bart-strike20130804_qed-1920x1295.jpg 1920w\" sizes=\"auto, (max-width: 1976px) 100vw, 1976px\">\u003cfigcaption class=\"wp-caption-text\">A Bay Area Rapid Transit (BART) train sits idle at the Millbrae station on July 3, 2013, in Millbrae, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re not talking about their ability to continue to sustain the service that they have today by any stretch,” said Rebecca Long, director of legislation and public affairs at the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>The effects of those cuts would not only be isolated to people who take public transit.\u003c/p>\n\u003cp>“If BART runs out of funding, drivers will sit in traffic for an extra 12 or more hours per week on average,” Laura Tolkoff, transportation policy director at the planning and urban research nonprofit SPUR, said at a media briefing.\u003c/p>\n\u003cp>Shades of that were seen Friday morning when a \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">computer networking problem\u003c/a> completely shut down BART for hours. Traffic on roads and bridges was snarled, with hundreds more Bay Bridge crossings recorded than the Friday before.\u003c/p>\n\u003cp>A group of activists who support SB 63 took it as an opportunity to remind drivers what’s at stake if transit funding dries up, gathering at the backed-up Interstate 80 westbound off-ramp on Fremont Street in San Francisco with signs in support of BART and Muni.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cfigure id=\"attachment_12039665\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039665\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area lawmakers are pushing for a regional sales tax measure to stave off drastic transit service cuts, as agencies across the region face mounting budget shortfalls starting in 2026. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni, which is facing a deficit of around $320 million beginning July 2026, has discussed the need to cut up to 20 bus lines and reduce service on up to 28 bus and train routes if SB 63 fails, according to a Senate analysis.\u003c/p>\n\u003cp>AC Transit and Caltrain have smaller deficits (around $30 million and $80 million, respectively) but are still forecasting service cuts without help.\u003c/p>\n\u003cp>Together, the four agencies represent around 80% of all Bay Area public transit trips, according to Long.\u003c/p>\n\u003cp>While most transit agencies, but BART and Caltrain in particular, have historically relied on fares to fund operations, these agencies saw ridership plummet by 70% to 98% due to the pandemic, Long said. And although ridership is \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250421#:~:text=Larger%20systems%20also%20saw%20significant,while%20Muni%20increased%20by%204%25.\">slowly recovering\u003c/a>, it still hasn’t returned to pre-pandemic levels.\u003c/p>\n\u003cp>“Essentially, we need to rebuild the business model for transit,” Long said.\u003c/p>\n\u003ch2>‘Different needs, different desires’\u003c/h2>\n\u003cp>Wiener said he is focused on “trying to build as much regional support as possible.”\u003c/p>\n\u003cp>“ It’s complicated because all the different counties have different needs, different desires,” Wiener said.\u003c/p>\n\u003cp>Transit agencies’ boards have been meeting in recent weeks to discuss whether to back the measure. The Peninsula Corridor Joint Powers Board, which oversees Caltrain, voted May 1 to endorse it.\u003c/p>\n\u003cfigure id=\"attachment_12039671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12039671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250218-SFDowntown-03-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Sen. Scott Wiener speaks during a press conference in Union Square, San Francisco, on Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The board that oversees the Santa Clara Valley Transportation Authority, or VTA, is still weighing whether to endorse Santa Clara County joining the regional sales tax measure.\u003c/p>\n\u003cp>At a May 1 board meeting, some members expressed concern that Santa Clara County will not get a fair amount of revenue.\u003c/p>\n\u003cp>Meanwhile, polling commissioned by AC Transit showed that 54% of voters surveyed support a possible future parcel tax, separate from SB 63, to fund operations in the East Bay agency’s district alone.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The bill must be approved by the Senate by June 6 to make it to the Assembly floor. If it survives the Legislature and makes it onto the November 2026 ballot, it would need a simple majority from voters to pass.\u003c/p>\n\u003cp>A \u003ca href=\"https://mtc.ca.gov/news/new-poll-indicates-majority-support-transit-revenue-and-reform-measure\">poll of voters\u003c/a> in Alameda, Contra Costa, San Francisco and San Mateo counties, commissioned by the Metropolitan Transportation Commission and released in February, found that 54% of voters would vote yes on a half-cent sales tax to avoid major transit cuts.\u003c/p>\n\u003cp>Wiener said he is working with other lawmakers on a budget request worth $2 billion to fund public transit statewide in the meantime.\u003c/p>\n\u003cp>“If the regional measure is successful, the cash will start coming in in 2027,” Wiener said, “The idea is to make sure that we don’t have to have service cuts before then.”\u003c/p>\n\u003cp>Advocates are stressing the importance of public transit for the overall health of the Bay Area economy, as the region continues to struggle to recover from the economic devastation wrought by the pandemic.\u003c/p>\n\u003cp>“It’s the scaffolding for our economy,” said Tolkoff of SPUR. “When we think of how many organizations are trying to mandate people coming back into the office four or five days a week, we’re hearing that just won’t be possible if people can’t get to work on transit.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "bart-shuts-down-entire-train-service-due-to-computer-networking-problem",
"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says",
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"headTitle": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.[aside postID=news_12037653 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20231128-Muni-013-JY_qed-1-1020x680.jpg']At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The Bay Area transit system is in the midst of replacing its train control system, but Friday’s outage was caused by network devices not connecting properly, a BART spokesperson said. ",
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"title": "Massive BART Outage Not Related to Old Train Control System, Agency Says | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:10 p.m. Friday\u003c/em>\u003c/p>\n\u003cp>An hourslong outage of the entire \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> system on Friday morning, which forced tens of thousands of riders to find other ways to get around the Bay Area, was not a result of aging equipment, the agency said.\u003c/p>\n\u003cp>Trains on the Bay Area’s largest transit system did not start running early Friday, suspended until about 9:30 a.m. because of what the agency called a computer networking problem. In an email midday, BART spokesperson Alicia Trost said the issue was caused by two network devices that were part of a system redundancy not having proper connectivity.\u003c/p>\n\u003cp>“Once the crews isolated that exact section that had the devices that were not properly communicating to each other, they were able to just simply disconnect them,” she told KQED. “That is what allowed us to finally get service back up and running.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It was the largest systemwide BART outage \u003ca href=\"https://www.kqed.org/news/11732217/bart-cisco-hunting-for-root-cause-of-network-trouble-that-shut-down-service\">since 2019\u003c/a>, when a weekend service meltdown highlighted the need to replace the agency’s decades-old central train control system.\u003c/p>\n\u003cp>That shutdown, caused by a networking switch failure that made it impossible for BART to dispatch any trains, came as the agency was in the initial stages of a 10-year train control system replacement supported by funds from a 2016 bond measure.\u003c/p>\n\u003cp>The project, contracted to railway company Hitachi, is ongoing, and implementation is underway, according to Trost. Still, she said the train control system was not a factor in Friday’s outage.\u003c/p>\n\u003cfigure id=\"attachment_12039604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12039604 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/241213-PortFlood-59_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A San Francisco Bay Ferry pulls into the Golden Gate Ferry Terminal in San Francisco on Dec. 13, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The shutdown forced Muni and AC Transit to step in to help relieve pressure, and the San Francisco Bay Ferry \u003ca href=\"https://x.com/SFBayFerry/status/1920835232711733692\">ran larger boats\u003c/a> where it could. Traffic on the Bay Bridge backed up for miles during the morning commute.\u003c/p>\n\u003cp>About 800 more cars crossed the bridge between 6 a.m. and 7 a.m. than during the same hour last week, and about 1,000 more made the trip across the bay in the following two commute hours, according to toll plaza data from the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Hundreds more people also used the San Mateo-Hayward and Dumbarton bridges during the same period.\u003c/p>\n\u003cp>BART announced the shutdown shortly after 5 a.m., right as the agency was to set its service in motion for the day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At the 16th Street–Mission station, a worker announcing the shutdown to riders said the computer failure had even disrupted communications from the agency and left employees unable to clock in.\u003c/p>\n\u003cp>Across the Mission District, Ian Rice arrived at the 24th Street station shortly after 7 a.m. to take BART to his office downtown.\u003c/p>\n\u003cp>“This is the first I’m hearing about this,” he told a KQED reporter after finding the fare gates at the station’s underground entrance closed. Above ground, no signage warned that the trains below were halted. “I was planning on going upstairs and seeing if I could maybe take the 22 [Fillmore], take the bus. We’ll see what’s available, but this is going to be an issue.”\u003c/p>\n\u003cp>He was among the throng of commuters shuffling in — and quickly out — of the station during the busy morning commute.\u003c/p>\n\u003cp>Luna Pantera arrived at the same station around 7:15 to catch a train to the car she was supposed to pick up before work. She said the closure meant a 20-minute delay and a more expensive commute.\u003c/p>\n\u003cfigure id=\"attachment_12023482\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023482\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStationSanFranciscoGetty-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two people wait for a train at BART Powell Street station in San Francisco, California, on Tuesday, Feb. 11, 2020. \u003ccite>(Scott Strazzante/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m going to have to take an Uber that I really can’t afford, so I’m not very happy right now,” she said.\u003c/p>\n\u003cp>Pantera told KQED that this isn’t the first time BART has frustrated her.\u003c/p>\n\u003cp>“It’s either the escalators are out or the trains are filthy, and we’re still raising prices,” she said. “It would have been nice to get a systemwide alert. I didn’t get one, and I do have BART on my [phone], so I could have made other arrangements.\u003c/p>\n\u003cp>“This is just not convenient, and I think BART needs to do a lot better.”\u003c/p>\n\u003cp>The agency has \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">raised fares twice\u003c/a> in the last two years, increasing the price of an average ride by 11% since 2023, as it faces a “fiscal cliff.”\u003c/p>\n\u003cfigure id=\"attachment_12008879\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART fare gates at the 24th Street Mission station in San Francisco on Jan. 11, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Like other Bay Area transit systems, BART has struggled to bounce back after the COVID-19 pandemic as more commuters shifted to remote work. The agency recently announced $35 million in budget cuts and cost controls to balance its books for 2025, but its deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>“The Bay Area has the highest work-from-home rates in the nation and the slowest downtown recoveries,” the agency said in a statement on its website. “This has created an ongoing structural financial deficit, severely impacting BART’s long-term ability to deliver the high-quality transit service the Bay Area relies on.”\u003c/p>\n\u003cp>It’s warned that without changes in its funding, there could be dire consequences, like cutting lines, closing stations earlier at night, and even ending weekend service.\u003c/p>\n\u003cp>In March, state Sens. Scott Wiener, D-San Francisco, and Jesse Arreguín, D-Berkeley, \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">introduced a bill\u003c/a> that would put a sales tax measure on the 2026 ballot in some Bay Area counties meant to fund day-to-day transit operations.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission has estimated that the tax could raise about $440 million to $550 million a year, depending on the tax rate and which counties are included.\u003c/p>\n\u003cfigure id=\"attachment_11999606\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999606\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240313-BART-Train-arrives-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train approaches a station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Supporters of that measure took Friday’s major disruption as an opportunity to remind Bay Area residents what’s at stake if BART and other transit agencies buckle under the financial strain.\u003c/p>\n\u003cp>“Without sufficient funding, these kinds of problems are going to get worse,” transportation activist Cyrus Hall said, standing with a crowd holding pro-BART and Muni signs at the Interstate 80 westbound off-ramp on Fremont Street around 10:30 a.m. “BART’s been running on a shoestring for years, and we need to fix that now.”\u003c/p>\n\u003cp>Hall said that even if lawmakers put the ballot measure to voters in 2026, BART will need funding to patch gaps until then. Arreguín has also asked Gov. Gavin Newsom to allocate $2 billion in state funds to transit systems across the state over the next two years. The governor’s revised budget proposal is expected this month.\u003c/p>\n\u003cp>Without both a ballot measure and stopgap money, Hall said the system could be at risk.\u003c/p>\n\u003cp>“We’re looking at service cuts before we even get to the ballot,” Hall told KQED. “And that would really be devastating from a public support perspective.”\u003c/p>\n\u003cp>Slashing late-night or weekend hours and running fewer trains would mean longer commute times and more road traffic for drivers.\u003c/p>\n\u003cp>“Traffic was horrible,” one driver yelled out the window of his car, idling in the traffic crawling off the Bay Bridge.\u003c/p>\n\u003cp>“This is really our last moment where we can really save public transit and not see a decade of decline before we can start to rebuild,” Hall said.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/bwatt\">Brian Watt\u003c/a>, \u003ca href=\"https://www.kqed.org/author/elindsey\">Ethan Toven-Lindsey\u003c/a>, \u003ca href=\"https://www.kqed.org/author/adahlstromeckman\">Azul Dahlstrom-Eckman\u003c/a> and \u003ca href=\"https://www.kqed.org/author/jlara\">Juan Carlos Lara\u003c/a> contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"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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"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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"order": 8
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},
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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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"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"order": 9
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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"airtime": "SUN 7:30pm-8pm",
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"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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"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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"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",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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