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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/gavin-newsom\">Gov. Gavin Newsom\u003c/a> on Friday signed into law four bills aimed at curbing a startling rise in DUI fatalities in recent years, including measures that make it easier to charge repeat drunk drivers with a felony and, if they kill someone, with murder.\u003c/p>\n\u003cp>The legislation follows \u003ca href=\"https://calmatters.org/series/license-to-kill/\">a CalMatters series\u003c/a> that revealed the state was unable — or unwilling — to get dangerous drivers off the road before it was too late. Many kept driving recklessly even after killing someone, and some even killed again.\u003c/p>\n\u003cp>The bills were the last ones standing from an \u003ca href=\"https://calmatters.org/investigation/2026/02/california-lawmakers-unveil-driver-safety-reforms/\">initial package\u003c/a> of 17 aimed at addressing traffic deaths.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most failed in the face of fierce opposition from progressive groups that argued increasing enforcement and penalties will disproportionately harm low-income and historically marginalized residents, and are not the best way to address traffic safety.\u003c/p>\n\u003cp>While some of the bills that passed were pared back during the legislative process, the new laws still notably increase potential penalties for repeat DUI offenders in a state that’s historically had some of the \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">weakest DUI laws\u003c/a> in the country.\u003c/p>\n\u003cp>“The fact that four bills got through to the finish line leaves me very hopeful that California is ready for change and sees the need to make the state safer,” said Jennifer Levi, whose 18-year-old son Braun was killed in May 2025 by a suspected drunk driver with a prior DUI arrest. “I have mixed emotions. My victory is the result of losing a child and I’d do anything in the world to have my son back alive with our family. But I cannot let this happen to other people.”\u003c/p>\n\u003cfigure id=\"attachment_12101479\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12101479\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1.jpeg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1-1536x1024.jpeg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">Jennifer Levi addresses the media during a press conference at the Capitol Annex Swing Space in Sacramento on Feb. 12, 2026. Levi recounted how her son, Braun Levi, was killed by a drunk driver in May of 2025. \u003ccite>(Miguel Gutierrez Jr./CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Levi became a fierce road safety advocate after her son’s death, working with Mothers Against Drunk Driving and pushing state leaders to act.\u003c/p>\n\u003cp>She partnered with state Sen. Bob Archuleta, a Democrat from Norwalk \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb907\">on a bill\u003c/a> to significantly increase criminal penalties for repeat drunk drivers. Archuleta’s own granddaughter was killed by a drunk driver. Levi said Newsom and his wife came to her home recently to mark the signing of the bill.\u003c/p>\n\u003cp>A photo, showing the smiling first couple along with Archuleta and Levi in her dining room, was included with \u003ca href=\"https://www.gov.ca.gov/2026/09/25/governor-newsom-signs-brauns-law-and-package-of-bills-to-crack-down-on-dui-offenders/\">the bill signing announcement\u003c/a>.\u003c/p>\n\u003cp>The resulting law will make it easier to charge drunk drivers with murder if they have a prior DUI arrest – which had been difficult if the previous DUI charge had been pled down to a lesser crime.[aside postID=news_12100741 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/NationalWeatherServiceGetty-1920x1272.jpg']The law will also increase the criminal penalties for drivers who kill someone in a hit and run if they had a prior DUI at the time of the fatal crash.\u003c/p>\n\u003cp>“Having lost my granddaughter to a repeat drunk driver, this is personal. No family should have to endure what mine has, or what has happened to the Levi family,” said Archuleta, according to the statement announcing the bill signing. “Thank you to Governor Newsom for taking bold action to support families that have been devastated by drunk drivers. These are preventable tragedies. Nothing will ever bring my Samantha back or bring Braun back to the Levi family, but in signing SB 907 California is finally stepping up for victims.”\u003c/p>\n\u003cp>Other bills the governor signed included one from Assemblymember Nick Schultz, a Democrat from Burbank. \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1546\">That new law\u003c/a> will allow prosecutors to charge a third DUI within 10 years as a felony. Previously, it wasn’t until a fourth DUI that law enforcement could seek the stiffer charges.\u003c/p>\n\u003cp>Newsom also signed into law two bills from Assemblymember Tom Lackey, a Republican from Palmdale who spent years working as a California Highway Patrol officer before joining the Legislature.\u003c/p>\n\u003cp>One \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1685\">increases the points\u003c/a> that most drivers convicted of killing someone while driving drunk get on their license from two to three. The bill initially would have increased the points for all vehicular manslaughter convictions and not just those involving intoxication, but it was watered down during the session.\u003c/p>\n\u003cfigure id=\"attachment_12081739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">The DMV has asked for $55 million to share its driver license data to a national organization. Advocates say the move could endanger unauthorized immigrants. Department of Motor Vehicles parking lot in central Fresno on Dec. 13, 2022. \u003ccite>(Larry Valenzuela for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lackey’s \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1687\">other successful bill\u003c/a> requires the DMV to revoke a driver’s license for six years if they drive drunk and hurt someone after having four prior DUIs. While the bills do increase penalties for drunk driving, several road safety measures failed this session as the state grapples with a more than \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">50% increase\u003c/a> in alcohol-related roadway deaths over the past decade.\u003c/p>\n\u003cp>One measure that \u003ca href=\"https://calmatters.org/investigation/2026/08/california-lawmakers-gut-major-dui-reform/\">notably failed\u003c/a> would have required first-time DUI offenders to install in-car breathalyzers. Most states have such a requirement, but California only mandates the devices for repeat offenders.\u003c/p>\n\u003cp>In a signing statement accompanying one of the bills, Newsom referenced his office’s work on that failed bill saying that “the Legislature should return to that broader effort next year” and work on “comprehensive, long-term framework for DUI sanctions” that are clear and consistent.\u003c/p>\n\u003cp>Jennifer Levi says she’ll continue pushing the Legislature to act.\u003c/p>\n\u003cp>“I’m ready to keep fighting, there’s more work to be done,” she said.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2026/09/california-new-dui-laws-2026/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most failed in the face of fierce opposition from progressive groups that argued increasing enforcement and penalties will disproportionately harm low-income and historically marginalized residents, and are not the best way to address traffic safety.\u003c/p>\n\u003cp>While some of the bills that passed were pared back during the legislative process, the new laws still notably increase potential penalties for repeat DUI offenders in a state that’s historically had some of the \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">weakest DUI laws\u003c/a> in the country.\u003c/p>\n\u003cp>“The fact that four bills got through to the finish line leaves me very hopeful that California is ready for change and sees the need to make the state safer,” said Jennifer Levi, whose 18-year-old son Braun was killed in May 2025 by a suspected drunk driver with a prior DUI arrest. “I have mixed emotions. My victory is the result of losing a child and I’d do anything in the world to have my son back alive with our family. But I cannot let this happen to other people.”\u003c/p>\n\u003cfigure id=\"attachment_12101479\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12101479\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1.jpeg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/011226-DUI-Bills-Presser-MG-CM-13-1-1536x1024.jpeg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">Jennifer Levi addresses the media during a press conference at the Capitol Annex Swing Space in Sacramento on Feb. 12, 2026. Levi recounted how her son, Braun Levi, was killed by a drunk driver in May of 2025. \u003ccite>(Miguel Gutierrez Jr./CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Levi became a fierce road safety advocate after her son’s death, working with Mothers Against Drunk Driving and pushing state leaders to act.\u003c/p>\n\u003cp>She partnered with state Sen. Bob Archuleta, a Democrat from Norwalk \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb907\">on a bill\u003c/a> to significantly increase criminal penalties for repeat drunk drivers. Archuleta’s own granddaughter was killed by a drunk driver. Levi said Newsom and his wife came to her home recently to mark the signing of the bill.\u003c/p>\n\u003cp>A photo, showing the smiling first couple along with Archuleta and Levi in her dining room, was included with \u003ca href=\"https://www.gov.ca.gov/2026/09/25/governor-newsom-signs-brauns-law-and-package-of-bills-to-crack-down-on-dui-offenders/\">the bill signing announcement\u003c/a>.\u003c/p>\n\u003cp>The resulting law will make it easier to charge drunk drivers with murder if they have a prior DUI arrest – which had been difficult if the previous DUI charge had been pled down to a lesser crime.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The law will also increase the criminal penalties for drivers who kill someone in a hit and run if they had a prior DUI at the time of the fatal crash.\u003c/p>\n\u003cp>“Having lost my granddaughter to a repeat drunk driver, this is personal. No family should have to endure what mine has, or what has happened to the Levi family,” said Archuleta, according to the statement announcing the bill signing. “Thank you to Governor Newsom for taking bold action to support families that have been devastated by drunk drivers. These are preventable tragedies. Nothing will ever bring my Samantha back or bring Braun back to the Levi family, but in signing SB 907 California is finally stepping up for victims.”\u003c/p>\n\u003cp>Other bills the governor signed included one from Assemblymember Nick Schultz, a Democrat from Burbank. \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1546\">That new law\u003c/a> will allow prosecutors to charge a third DUI within 10 years as a felony. Previously, it wasn’t until a fourth DUI that law enforcement could seek the stiffer charges.\u003c/p>\n\u003cp>Newsom also signed into law two bills from Assemblymember Tom Lackey, a Republican from Palmdale who spent years working as a California Highway Patrol officer before joining the Legislature.\u003c/p>\n\u003cp>One \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1685\">increases the points\u003c/a> that most drivers convicted of killing someone while driving drunk get on their license from two to three. The bill initially would have increased the points for all vehicular manslaughter convictions and not just those involving intoxication, but it was watered down during the session.\u003c/p>\n\u003cfigure id=\"attachment_12081739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">The DMV has asked for $55 million to share its driver license data to a national organization. Advocates say the move could endanger unauthorized immigrants. Department of Motor Vehicles parking lot in central Fresno on Dec. 13, 2022. \u003ccite>(Larry Valenzuela for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Lackey’s \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1687\">other successful bill\u003c/a> requires the DMV to revoke a driver’s license for six years if they drive drunk and hurt someone after having four prior DUIs. While the bills do increase penalties for drunk driving, several road safety measures failed this session as the state grapples with a more than \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">50% increase\u003c/a> in alcohol-related roadway deaths over the past decade.\u003c/p>\n\u003cp>One measure that \u003ca href=\"https://calmatters.org/investigation/2026/08/california-lawmakers-gut-major-dui-reform/\">notably failed\u003c/a> would have required first-time DUI offenders to install in-car breathalyzers. Most states have such a requirement, but California only mandates the devices for repeat offenders.\u003c/p>\n\u003cp>In a signing statement accompanying one of the bills, Newsom referenced his office’s work on that failed bill saying that “the Legislature should return to that broader effort next year” and work on “comprehensive, long-term framework for DUI sanctions” that are clear and consistent.\u003c/p>\n\u003cp>Jennifer Levi says she’ll continue pushing the Legislature to act.\u003c/p>\n\u003cp>“I’m ready to keep fighting, there’s more work to be done,” she said.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2026/09/california-new-dui-laws-2026/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-bridge-traffic-delays-would-double-if-transit-tax-measures-fail-report-finds",
"title": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds",
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"headTitle": "Bay Bridge Traffic Delays Would Double if Transit Tax Measures Fail, Report Finds | KQED",
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"content": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n",
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"\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n"
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"innerHTML": "\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n",
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"innerHTML": "\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n",
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"\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n"
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"innerHTML": "\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n",
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"\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n",
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"innerHTML": "\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n",
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"\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n",
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"\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n",
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"\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n",
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"\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n",
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"\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n",
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"\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n",
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"\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n",
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"\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"excerpt": "The new findings show that reduced public transit service and station closures would affect traffic and quality of life throughout the region.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "AC Transit Board Director Violated Gender-Based Harassment Policy, Investigation Finds",
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"content": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n\n\n\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n\n\n\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n\n\n\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n\n\n\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n\n\n\n\n\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n\n\n\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n\n\n\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n\n\n\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n\n\n\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n\n\n\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n\n\n\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n\n\n\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n\n\n\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n",
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"\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n"
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"innerHTML": "\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n",
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"\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n",
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"\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n",
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"\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n",
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"\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n",
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"\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n",
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"\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n",
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"excerpt": "Joel Young, whose term is nearing an end, has been accused of inappropriately touching a female colleague.",
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"title": "AC Transit Board Director Violated Gender-Based Harassment Policy, Investigation Finds | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/ac-transit\">AC Transit\u003c/a> announced this week that Board Director Joel Young violated the district’s gender-based harassment policy in an incident with a female colleague, according to a recent investigation.\u003c/p>\n\n\n\n\u003cp>On Monday, Alameda County’s Democratic Party \u003ca href=\"https://acdems.org/press-release/\">announced that they would endorse Young’s opponent, Adriana Valencia\u003c/a>, for his seat. The statement came after four women emailed the investigation findings to the committee on Saturday. One of the women, fellow board member Sarah Syed, alleges that Young inappropriately touched her. \u003c/p>\n\n\n\n\u003cp>“This is a matter of public record, and we raised it because it matters in public service,” Syed said.\u003c/p>\n\n\n\n\u003cp>In 2025, AC Transit received an \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">anonymous complaint\u003c/a> about an incident that occurred in September, which alleged that Young inappropriately touched Syed at a board meeting.\u003c/p>\n\n\n\n\u003cp>AC Transit hired an independent third party, Oakland-based law firm Meyer Nave, to investigate. \u003ca href=\"https://oaklandside.org/2026/09/16/joel-young-ac-transit-investigation-gender-based-harassment-sarah-syed/\">\u003cem>The Oaklandside\u003c/em>\u003c/a> reported that in December, Meyer Nave \u003ca href=\"https://oaklandside.org/wp-content/uploads/2026/09/Closure-Letter-Investigation-SYED-AC-Transit-Investigation.pdf\">concluded two of the allegations against Young were substantiated\u003c/a> and that he did violate the district’s gender-based harassment policy.\u003c/p>\n\n\n\n\n\n\u003cp>In a \u003ca href=\"https://actransit.us/BOD-9-24-25\">video that AC Transit released Tuesday\u003c/a>, Young can be seen coming up to Syed from behind and wrapping his arms around her neck right before all the board members posed for a group photo.\u003c/p>\n\n\n\n\u003cp>“I felt overpowered,” Syed said. “He’s a lot taller than me, and I felt dominated.” \u003c/p>\n\n\n\n\u003cp>“Every woman knows the difference between a hug and a squeeze of her neck,” Syed added.\u003c/p>\n\n\n\n\u003cp>Young said his physical gesture was intended to offer support and comfort.\u003c/p>\n\n\n\n\u003cp>“Unfortunately, one colleague experienced my gesture differently,” Young said in a written statement. “I respect that her experience was different from my intent.” \u003c/p>\n\n\n\n\u003cp>AC Transit wrote in a statement: “We respect the concerns that were raised. We respect the independent investigation that followed. And we respect its findings.”\u003c/p>\n\n\n\n\u003cp>Syed told KQED that, regarding further disciplinary actions for Young, she is asking the board to take the matter up in an open session. But AC Transit wrote that the board has not planned any such meetings in the near future.\u003c/p>\n\n\n\n\u003cp>Young emphasized meanwhile: “There is not now, nor has there ever been, a requirement that I undergo sexual harassment training as a result of these allegations. “Nor did I do any training regarding sexual harassment.\u003cbr>\u003cbr>“Any statement suggesting otherwise is false,” he continued. “It misrepresents both the findings and what has actually occurred.”\u003c/p>\n\n\n\n\u003cp>\u003cem>An earlier version of this article incorrectly referred to the AC Transit district as the Alameda County Transit District. It also stated that the incident took place at a meeting held to acknowledge the passing of Christian Peeples. It has been updated to reflect that the meeting was a regular board session.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows",
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"headTitle": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n",
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"\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n",
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"\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n",
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"\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n"
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"innerHTML": "\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n",
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"\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n",
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"\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n",
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"\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n",
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"\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n",
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"\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"excerpt": "The findings project fallout related to Proposition H, a proposed parcel tax meant to fund the transit agency.",
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"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-high-speed-rail-consultants-flew-first-class-visited-bars-and-a-nightclub-on-taxpayers-money",
"title": "California High-Speed Rail Consultants Flew First-Class, Visited Bars and a Nightclub on Taxpayers’ Money",
"publishDate": 1789588827,
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"headTitle": "California High-Speed Rail Consultants Flew First-Class, Visited Bars and a Nightclub on Taxpayers’ Money | KQED",
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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">California’s High Speed Rail\u003c/a> Authority paid nearly $600,000 in unallowable travel expenses to “questionable locations that appear unrelated to state business,” including trips to gyms, a nightclub, an escape room, a tiki bar and a cigar lounge over a two-year period, according to an investigation released Tuesday by the inspector general that oversees the agency.\u003c/p>\n\u003cp>The report found that the agency routinely reimbursed consultants for trips that were unauthorized or poorly justified. Some consultants flew first-class and were reimbursed without questioning, in violation of contracts and state policies. One consultant flew his private plane from Washington, D.C. to California and was reimbursed for a premium fare.\u003c/p>\n\u003cp>“Paying for travel when it is not necessary or when it exceeds what is allowed by state regulations or the contract terms is waste of public funds and is behavior inconsistent with the Authority’s role as the steward of public resources,” the \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2026/09/Investigative-Report-2026-Allegations-of-Wasteful-and-Unallowable-Travel-Expenses-for-Contracted-Consultants-A11Y.pdf\">Office of the Inspector General report\u003c/a> reads.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Matt Rocco, spokesperson for the high-speed rail authority, said in a written statement that the agency “takes these findings seriously” and will work with the inspector general’s office to fix the issues.\u003c/p>\n\u003cp>“In response, the Authority will strengthen internal controls around consultant travel, implement more rigorous documentation and approval requirements, and recover any improper costs identified,” he said.\u003c/p>\n\u003cp>Voters in 2008 approved a plan to build a high-speed rail line stretching from San Francisco to Los Angeles by 2020 at a projected cost of $33 billion. Since then, its route has been significantly scaled back and the cost has ballooned to at least $126 billion. \u003ca href=\"https://www.wsj.com/us-news/years-late-billions-over-budget-californias-high-speed-rail-hasnt-laid-a-track-bac525ee\">No tracks\u003c/a> have been laid.\u003c/p>\n\u003cfigure id=\"attachment_12100017\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12100017\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">Construction on the high-speed rail project over a ramp above Highway 99 in south Fresno on March 3, 2023. \u003ccite>(Larry Valenzuela/CalMatters via CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The inspector general reviewed $1.15 million out of more than $2 million in travel reimbursements to four outside consulting firms between 2024 and 2026. The OIG said the firms are KPMG LLP, a global financial consulting firm; Nossaman LLP, a national law firm; AECOM-Fluor Joint Venture, which manages and coordinates the authority’s projects, and SYSTRA/TYPSA Joint Venture, which provides tracks and systems design.\u003c/p>\n\u003cp>None of the firms immediately responded to CalMatters’ requests for comment.\u003c/p>\n\u003cp>The report found the high-speed rail authority greenlighted at least $685,000 — roughly 60% — in payments without first approving the travel. In some cases, agency staff didn’t even know about the trips until they received invoices.\u003c/p>\n\u003cp>Even for approved trips, the report found the agency failed to sufficiently vet the requests and lacked records to justify the need for the travel.[aside postID=news_11983907 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-White-672x372.jpg']The authority frequently approved expenses with vague justifications, such as “typical M-F week” trips, and approved travel at the request of executives without asking why. One consultant flew to California from Denver 20 times during the two-year period to “meet with the executive team” or attend executive meetings, without explaining why the meetings couldn’t have been remote, the report says.\u003c/p>\n\u003cp>One legal consultant was paid $40,800 in travel reimbursements and an additional $86,500 in “travel time” for 30 trips between Denver and Sacramento in a year. The same consultant “frequently booked flights on the same day the traveling occurred,” the report said.\u003c/p>\n\u003cp>When questioned about whether he needed to attend the meetings in person, the consultant said the authority’s chief executive, Ian Choudri, had requested his presence so he did not need to justify it and that it would not be appropriate for him to question Choudri’s direction, “as other consultants in other Authority offices are learning the hard way.”\u003c/p>\n\u003cp>Nearly $600,000 of the $1 million in travel expenses violated state travel policies or the contracts, the report found.\u003c/p>\n\u003cp>The questionable expenses included:\u003c/p>\n\u003cul>\n\u003cli>Premium Uber and Lyft rides to and from a restaurant, bar, and nightclub between 9:40 p.m. and 2:30 a.m. that “clearly appear to be for personal enjoyment rather than for the benefit of the state;”\u003c/li>\n\u003cli>Numerous meals in Folsom, where CEO Choudri has a home;\u003c/li>\n\u003cli>Repeated reimbursed ride-hailing trips to Planet Fitness gyms in and around Sacramento, even after a supervisor wrote that “the state does not cover ride share[s] to gyms”;\u003c/li>\n\u003cli>$118,000 in international travel despite the contracts explicitly barring international travel;\u003c/li>\n\u003cli>A nearly $40 Uber Black luxury car charge for a trip of less than one mile in downtown Sacramento.\u003c/li>\n\u003c/ul>\n\u003cp>Financial adviser KPMG was the consulting firm that billed the authority for trips to the night club, the tiki bar and the cigar lounge, Deputy Inspector General Amanda Millen told CalMatters.\u003c/p>\n\u003cp>“It is important to remember that the critical issue here is not why the consultants visited these locations, but why (High-Speed Rail Authority) consultants included rideshare costs to these locations in their travel claims and why HSRA paid the cost of rideshares to these locations without questioning the business need for these costs,” Millen said in an email.\u003c/p>\n\u003cp>The report sparked instant outrage from Assembly GOP Leader \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/alexandra-macedo-187421\">Alexandra Macedo\u003c/a> of Visalia, who called the spending “\u003ca href=\"https://x.com/AsmwomanMacedo/status/2099948331107828032\">wasteful and unallowable.\u003c/a>” She has been a \u003ca href=\"https://calmatters.org/politics/2026/02/california-high-speed-rail-record-exemption/\">vocal critic\u003c/a> of the project even though Visalia sits along the planned route of the high-speed rail tracks.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation is the latest wrinkle in the high-speed rail authority’s already troublesome history. The office of inspector general warned in \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2026/07/OIG-HSR-Review-of-2026-Business-Plan-A11Y.pdf\">a scathing July report\u003c/a> that the agency could run out of cash by December 2027, raising doubts about its ability to finish its planned segment connecting Merced to Bakersfield.\u003c/p>\n\u003cp>Lawmakers this year approved \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1608\">Assembly Bill 1608\u003c/a>, which would strengthen the inspector general’s oversight of the agency. Gov. Gavin Newsom has until Sept. 30 to sign or veto it.\u003c/p>\n\u003cp>In the new investigation report, the inspector general’s office made several recommendations to help the authority better enforce its travel policies. The authority should require travel expenses to be cost-effective, capped at state employee reimbursement rates and only for state business, the office says. The agency should also send a memo from the chief executive reiterating that all travel be approved in advance, even when the executive requests it, and that the agency review the expenses for the four contractors and seek reimbursement for unjustified travel.\u003c/p>\n\u003cp>In response, authority officials agreed to adopt some recommendations and partially adopt others by March 2027, including that it would send a memo from the chief executive clarifying travel expectations by February 2027 but it would be issued “‘at the appropriate executive level’ indicating that it may not come from the CEO.”\u003c/p>\n\u003cp>But the authority insisted it didn’t need to justify each consultant’s trip, prompting the inspector general to reply: “We explained to the Authority that this interpretation is fundamentally incorrect.”\u003c/p>\n\u003cp>The office will conduct another evaluation after March 2027.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/09/california-high-speed-rail-travel-expenses/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n",
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"excerpt": "California’s High-Speed Rail Authority paid nearly $600,000 in unallowable travel reimbursements to outside consultants while keeping a poor record to justify them, a state investigation found.",
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"title": "California High-Speed Rail Consultants Flew First-Class, Visited Bars and a Nightclub on Taxpayers’ Money | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california-high-speed-rail\">California’s High Speed Rail\u003c/a> Authority paid nearly $600,000 in unallowable travel expenses to “questionable locations that appear unrelated to state business,” including trips to gyms, a nightclub, an escape room, a tiki bar and a cigar lounge over a two-year period, according to an investigation released Tuesday by the inspector general that oversees the agency.\u003c/p>\n\u003cp>The report found that the agency routinely reimbursed consultants for trips that were unauthorized or poorly justified. Some consultants flew first-class and were reimbursed without questioning, in violation of contracts and state policies. One consultant flew his private plane from Washington, D.C. to California and was reimbursed for a premium fare.\u003c/p>\n\u003cp>“Paying for travel when it is not necessary or when it exceeds what is allowed by state regulations or the contract terms is waste of public funds and is behavior inconsistent with the Authority’s role as the steward of public resources,” the \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2026/09/Investigative-Report-2026-Allegations-of-Wasteful-and-Unallowable-Travel-Expenses-for-Contracted-Consultants-A11Y.pdf\">Office of the Inspector General report\u003c/a> reads.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Matt Rocco, spokesperson for the high-speed rail authority, said in a written statement that the agency “takes these findings seriously” and will work with the inspector general’s office to fix the issues.\u003c/p>\n\u003cp>“In response, the Authority will strengthen internal controls around consultant travel, implement more rigorous documentation and approval requirements, and recover any improper costs identified,” he said.\u003c/p>\n\u003cp>Voters in 2008 approved a plan to build a high-speed rail line stretching from San Francisco to Los Angeles by 2020 at a projected cost of $33 billion. Since then, its route has been significantly scaled back and the cost has ballooned to at least $126 billion. \u003ca href=\"https://www.wsj.com/us-news/years-late-billions-over-budget-californias-high-speed-rail-hasnt-laid-a-track-bac525ee\">No tracks\u003c/a> have been laid.\u003c/p>\n\u003cfigure id=\"attachment_12100017\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12100017\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/CMHighSpeedRail2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">Construction on the high-speed rail project over a ramp above Highway 99 in south Fresno on March 3, 2023. \u003ccite>(Larry Valenzuela/CalMatters via CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The inspector general reviewed $1.15 million out of more than $2 million in travel reimbursements to four outside consulting firms between 2024 and 2026. The OIG said the firms are KPMG LLP, a global financial consulting firm; Nossaman LLP, a national law firm; AECOM-Fluor Joint Venture, which manages and coordinates the authority’s projects, and SYSTRA/TYPSA Joint Venture, which provides tracks and systems design.\u003c/p>\n\u003cp>None of the firms immediately responded to CalMatters’ requests for comment.\u003c/p>\n\u003cp>The report found the high-speed rail authority greenlighted at least $685,000 — roughly 60% — in payments without first approving the travel. In some cases, agency staff didn’t even know about the trips until they received invoices.\u003c/p>\n\u003cp>Even for approved trips, the report found the agency failed to sufficiently vet the requests and lacked records to justify the need for the travel.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The authority frequently approved expenses with vague justifications, such as “typical M-F week” trips, and approved travel at the request of executives without asking why. One consultant flew to California from Denver 20 times during the two-year period to “meet with the executive team” or attend executive meetings, without explaining why the meetings couldn’t have been remote, the report says.\u003c/p>\n\u003cp>One legal consultant was paid $40,800 in travel reimbursements and an additional $86,500 in “travel time” for 30 trips between Denver and Sacramento in a year. The same consultant “frequently booked flights on the same day the traveling occurred,” the report said.\u003c/p>\n\u003cp>When questioned about whether he needed to attend the meetings in person, the consultant said the authority’s chief executive, Ian Choudri, had requested his presence so he did not need to justify it and that it would not be appropriate for him to question Choudri’s direction, “as other consultants in other Authority offices are learning the hard way.”\u003c/p>\n\u003cp>Nearly $600,000 of the $1 million in travel expenses violated state travel policies or the contracts, the report found.\u003c/p>\n\u003cp>The questionable expenses included:\u003c/p>\n\u003cul>\n\u003cli>Premium Uber and Lyft rides to and from a restaurant, bar, and nightclub between 9:40 p.m. and 2:30 a.m. that “clearly appear to be for personal enjoyment rather than for the benefit of the state;”\u003c/li>\n\u003cli>Numerous meals in Folsom, where CEO Choudri has a home;\u003c/li>\n\u003cli>Repeated reimbursed ride-hailing trips to Planet Fitness gyms in and around Sacramento, even after a supervisor wrote that “the state does not cover ride share[s] to gyms”;\u003c/li>\n\u003cli>$118,000 in international travel despite the contracts explicitly barring international travel;\u003c/li>\n\u003cli>A nearly $40 Uber Black luxury car charge for a trip of less than one mile in downtown Sacramento.\u003c/li>\n\u003c/ul>\n\u003cp>Financial adviser KPMG was the consulting firm that billed the authority for trips to the night club, the tiki bar and the cigar lounge, Deputy Inspector General Amanda Millen told CalMatters.\u003c/p>\n\u003cp>“It is important to remember that the critical issue here is not why the consultants visited these locations, but why (High-Speed Rail Authority) consultants included rideshare costs to these locations in their travel claims and why HSRA paid the cost of rideshares to these locations without questioning the business need for these costs,” Millen said in an email.\u003c/p>\n\u003cp>The report sparked instant outrage from Assembly GOP Leader \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/alexandra-macedo-187421\">Alexandra Macedo\u003c/a> of Visalia, who called the spending “\u003ca href=\"https://x.com/AsmwomanMacedo/status/2099948331107828032\">wasteful and unallowable.\u003c/a>” She has been a \u003ca href=\"https://calmatters.org/politics/2026/02/california-high-speed-rail-record-exemption/\">vocal critic\u003c/a> of the project even though Visalia sits along the planned route of the high-speed rail tracks.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation is the latest wrinkle in the high-speed rail authority’s already troublesome history. The office of inspector general warned in \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2026/07/OIG-HSR-Review-of-2026-Business-Plan-A11Y.pdf\">a scathing July report\u003c/a> that the agency could run out of cash by December 2027, raising doubts about its ability to finish its planned segment connecting Merced to Bakersfield.\u003c/p>\n\u003cp>Lawmakers this year approved \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab1608\">Assembly Bill 1608\u003c/a>, which would strengthen the inspector general’s oversight of the agency. Gov. Gavin Newsom has until Sept. 30 to sign or veto it.\u003c/p>\n\u003cp>In the new investigation report, the inspector general’s office made several recommendations to help the authority better enforce its travel policies. The authority should require travel expenses to be cost-effective, capped at state employee reimbursement rates and only for state business, the office says. The agency should also send a memo from the chief executive reiterating that all travel be approved in advance, even when the executive requests it, and that the agency review the expenses for the four contractors and seek reimbursement for unjustified travel.\u003c/p>\n\u003cp>In response, authority officials agreed to adopt some recommendations and partially adopt others by March 2027, including that it would send a memo from the chief executive clarifying travel expectations by February 2027 but it would be issued “‘at the appropriate executive level’ indicating that it may not come from the CEO.”\u003c/p>\n\u003cp>But the authority insisted it didn’t need to justify each consultant’s trip, prompting the inspector general to reply: “We explained to the Authority that this interpretation is fundamentally incorrect.”\u003c/p>\n\u003cp>The office will conduct another evaluation after March 2027.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/09/california-high-speed-rail-travel-expenses/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "whats-behind-the-new-muni-message-fare-required",
"title": "Muni’s New ‘Fare Required’ Signs Are Meant to Boost Payment. Some Riders Are Confused",
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"headTitle": "Muni’s New ‘Fare Required’ Signs Are Meant to Boost Payment. Some Riders Are Confused | KQED",
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"content": "\n\u003cp>We’ve all been there — running down the sidewalk as the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> bus pulls to a stop just across the street. \u003c/p>\n\n\n\n\u003cp>But recently, some \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> riders have complained that as they weigh whether to break a sweat trying to catch a ride, they aren’t able to tell what line they’re rushing toward.\u003c/p>\n\n\n\n\u003cp>“When you’re picking up a bus on Market [Street], and 20 people are waiting for 5 different buses … ‘Which bus is this’ is the hot topic of conversation,” one Reddit user wrote.\u003c/p>\n\n\n\n\u003cp>In August, buses’ front signs started to alternate displays of “Fare Required” with the usual line information and destination, which San Francisco Municipal Transit Agency spokesperson Erica Kato said is part of the agency’s “Fares For Our Future” campaign, aimed at increasing payment compliance as Muni weathers major funding shortfalls.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Some commuters, however, have said that the change has inadvertently led them to board the wrong bus in recent weeks — without the classic orange-LED line numbers plastered on their headsigns.\u003c/p>\n\n\n\n\u003cp>Others said that some of the signs have a different message, reading “Mask Required,” though that variation is likely an accidental holdover from COVID-era policies on some onboard computers.\u003c/p>\n\n\n\n\u003cp>To improve compliance, Muni said it’s hiring additional fare inspectors to issue fines to those who don’t pay and increasing awareness of discounts for seniors, youth and low-income riders. The agency will also continue to modernize its payment collection methods and require SFMTA employees to tap agency-issued Clipper cards instead of showing their staff badges as proof of payment. \u003c/p>\n\n\n\n\n\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n\n\n\n\u003cp>Kato said the message is displayed on a changeable sign, and only flashes “Fare Required” for a few seconds before returning to the line and destination name.\u003c/p>\n\n\n\n\u003cp>The headsign message is expected to continue through late November, just after San Franciscans cast their votes on a proposed \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax to fund Muni\u003c/a>, which the agency has said is necessary to keep buses running. \u003c/p>\n\n\n\n\u003cp>While some riders have been confused or frustrated by the change, others think the messages are a worthy reminder.\u003c/p>\n\n\n\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“When you’re picking up a bus on Market [Street], and 20 people are waiting for 5 different buses … ‘Which bus is this’ is the hot topic of conversation,” one Reddit user wrote.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In August, buses’ front signs started to alternate displays of “Fare Required” with the usual line information and destination, which San Francisco Municipal Transit Agency spokesperson Erica Kato said is part of the agency’s “Fares For Our Future” campaign, aimed at increasing payment compliance as Muni weathers major funding shortfalls.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Some commuters, however, have said that the change has inadvertently led them to board the wrong bus in recent weeks — without the classic orange-LED line numbers plastered on their headsigns.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Others said that some of the signs have a different message, reading “Mask Required,” though that variation is likely an accidental holdover from COVID-era policies on some onboard computers.\u003c/p>\n",
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"innerHTML": "\n\u003cp>To improve compliance, Muni said it’s hiring additional fare inspectors to issue fines to those who don’t pay and increasing awareness of discounts for seniors, youth and low-income riders. The agency will also continue to modernize its payment collection methods and require SFMTA employees to tap agency-issued Clipper cards instead of showing their staff badges as proof of payment. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Kato said the message is displayed on a changeable sign, and only flashes “Fare Required” for a few seconds before returning to the line and destination name.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The headsign message is expected to continue through late November, just after San Franciscans cast their votes on a proposed \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax to fund Muni\u003c/a>, which the agency has said is necessary to keep buses running. \u003c/p>\n",
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"innerHTML": "\n\u003cp>While some riders have been confused or frustrated by the change, others think the messages are a worthy reminder.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n",
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"\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n"
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"excerpt": "Some San Francisco commuters have complained about the new flashing LED announcement on bus signs. Here’s the reason behind the campaign. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>We’ve all been there — running down the sidewalk as the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> bus pulls to a stop just across the street. \u003c/p>\n\n\n\n\u003cp>But recently, some \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> riders have complained that as they weigh whether to break a sweat trying to catch a ride, they aren’t able to tell what line they’re rushing toward.\u003c/p>\n\n\n\n\u003cp>“When you’re picking up a bus on Market [Street], and 20 people are waiting for 5 different buses … ‘Which bus is this’ is the hot topic of conversation,” one Reddit user wrote.\u003c/p>\n\n\n\n\u003cp>In August, buses’ front signs started to alternate displays of “Fare Required” with the usual line information and destination, which San Francisco Municipal Transit Agency spokesperson Erica Kato said is part of the agency’s “Fares For Our Future” campaign, aimed at increasing payment compliance as Muni weathers major funding shortfalls.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Some commuters, however, have said that the change has inadvertently led them to board the wrong bus in recent weeks — without the classic orange-LED line numbers plastered on their headsigns.\u003c/p>\n\n\n\n\u003cp>Others said that some of the signs have a different message, reading “Mask Required,” though that variation is likely an accidental holdover from COVID-era policies on some onboard computers.\u003c/p>\n\n\n\n\u003cp>To improve compliance, Muni said it’s hiring additional fare inspectors to issue fines to those who don’t pay and increasing awareness of discounts for seniors, youth and low-income riders. The agency will also continue to modernize its payment collection methods and require SFMTA employees to tap agency-issued Clipper cards instead of showing their staff badges as proof of payment. \u003c/p>\n\n\n\n\n\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n\n\n\n\u003cp>Kato said the message is displayed on a changeable sign, and only flashes “Fare Required” for a few seconds before returning to the line and destination name.\u003c/p>\n\n\n\n\u003cp>The headsign message is expected to continue through late November, just after San Franciscans cast their votes on a proposed \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax to fund Muni\u003c/a>, which the agency has said is necessary to keep buses running. \u003c/p>\n\n\n\n\u003cp>While some riders have been confused or frustrated by the change, others think the messages are a worthy reminder.\u003c/p>\n\n\n\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "101-closure-san-francisco-labor-day-weekend-sept-4-7-18-21-bay-bridge-detour-traffic-alternative-route-potrero-general-hospital-curve",
"title": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend",
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"headTitle": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend | KQED",
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"content": "\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n\n\n\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026. (Tâm Vũ for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n\n\n\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n\n\n\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n\n\n\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n\n\n\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n\n\n\n\n\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n\n\n\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n\n\n\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n\n\n\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n\n\n\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n\n\n\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n\n\n\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n\n\n\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n\n\n\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1757\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"auto, (max-width: 1757px) 100vw, 1757px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n\n\n\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n\n\n\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1913\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"auto, (max-width: 1913px) 100vw, 1913px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n\n\n\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n\n\n\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n\n\n\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n\n\n\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",
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"innerHTML": "\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n",
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"\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n",
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"\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n"
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"innerHTML": "\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n",
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"\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n",
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"\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n",
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"\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n",
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"innerHTML": "\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n",
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"\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n"
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"innerHTML": "\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n",
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"\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n"
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"text": "Warning: Delays and detours ahead",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n",
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"\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n",
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"\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n",
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"\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n"
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"innerHTML": "\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n",
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"\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n",
"innerContent": [
"\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n"
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"innerHTML": "\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n"
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"innerHTML": "\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n",
"innerContent": [
"\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "Where will northbound 101 through San Francisco be closed?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n"
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"innerHTML": "\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n",
"innerContent": [
"\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n",
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"\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n"
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"innerHTML": "\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n",
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"\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n"
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"text": "When will the northbound 101 closures in San Francisco take place?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n",
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"innerHTML": "\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n",
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"\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "I need to drive north through San Francisco during the closures. What detour should I take?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n"
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"text": "If you’re already on 101 north through San Francisco"
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"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n"
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"innerHTML": "\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n",
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"\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n"
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"innerHTML": "\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n",
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"\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n",
"innerContent": [
"\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n"
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"innerHTML": "\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n"
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"attrs": {
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"text": "If you want to drive north through the city from SFO, the Peninsula or South Bay"
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"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n"
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"innerHTML": "\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "Why can’t these 101 closures take place overnight instead?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n",
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"\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n",
"innerContent": [
"\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n",
"innerContent": [
"\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n"
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"innerHTML": "\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",
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"\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"
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"excerpt": "Here’s what to know about the upcoming Friday-Monday 101 closure, the recommended detours and which travelers will be most affected.\n",
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"title": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend | KQED",
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"path": "/news/12096905/101-closure-san-francisco-labor-day-weekend-sept-4-7-18-21-bay-bridge-detour-traffic-alternative-route-potrero-general-hospital-curve",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n\n\n\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026. (Tâm Vũ for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n\n\n\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n\n\n\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n\n\n\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n\n\n\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n\n\n\n\n\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n\n\n\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n\n\n\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n\n\n\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n\n\n\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n\n\n\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n\n\n\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n\n\n\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n\n\n\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1757\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"auto, (max-width: 1757px) 100vw, 1757px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n\n\n\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n\n\n\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1913\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"auto, (max-width: 1913px) 100vw, 1913px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n\n\n\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n\n\n\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n\n\n\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n\n\n\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\u003c/div>\u003c/p>",
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"title": "BART Says Aging Infrastructure to Blame for Substation Fire, Days of Delays",
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"content": "\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n",
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"\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n",
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"\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n",
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"\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"excerpt": "A faulty cable and an aging substation were responsible for a substation fire that caused major delays through Thursday morning.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-reports-major-crime-drop-1-year-after-new-fare-gates",
"title": "BART Reports Major Crime Drop 1 Year After New Fare Gates",
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"content": "\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n",
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"innerHTML": "\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n",
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"\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n"
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"innerHTML": "\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n",
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"\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n",
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"\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n"
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"innerHTML": "\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n",
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"\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n",
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"excerpt": "The next-generation fare gates have also improved reliability and added revenue, but the agency still faces challenges with fare evasion. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n\n\n\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"innerHTML": "\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n",
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"\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. 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"content": "\n\u003cp>A flight attendant last month found a gun belonging to a federal Immigration and Customs Enforcement agent in a \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> bathroom, a SFO spokesperson said.\u003c/p>\n\n\n\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n\n\n\n\u003cp>It’s unclear if the gun was loaded and if the ICE agent was at the airport to board a flight or as part of an operation. \u003c/p>\n\n\n\n\u003cp>Pablo Lastra, an immigration attorney with law firm Fellom & Solorio in San Francisco, questioned why the officer was armed.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" class=\"wp-image-12067210\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Even if they were getting on a plane to do an operation in Chicago, you don’t need a gun,” he said. “You can put it in your luggage. There is an element of a lack of training and carelessness.”\u003c/p>\n\n\n\n\u003cp>The incident, first reported by \u003ca href=\"https://www.nbcbayarea.com/news/local/ice-agents-gun-found-in-sfo-bathroom/4133652/\">NBC Bay Area\u003c/a>, took place one day before the high-profile \u003ca href=\"https://www.kqed.org/news/12092491/it-wasnt-right-woman-arrested-by-ice-at-sfo-is-a-san-francisco-photographer-barista\">arrest of Iryna Gorb, a Ukrainian woman\u003c/a> who was returning home to San Francisco from out of state. It comes as part of a growing presence of immigration agents at airports, as the Trump administration opens up new fronts in its aggressive immigration crackdown. \u003c/p>\n\n\n\n\u003cp>Advocates say more than a dozen travelers have been \u003ca href=\"https://www.kqed.org/news/12092697/bay-area-immigrant-advocates-warn-noncitizens-to-avoid-air-travel-after-ice-arrests\">detained at Bay Area airports\u003c/a> since June 27, some of which have played out in dramatic and public arrests captured on video, like Gorb’s July 22 arrest. A photographer and barista who has lived in the U.S. since 2010, Gorb remains in detention. \u003c/p>\n\n\n\n\u003cp>The Transportation Security Administration, the federal agency that handles airport security, has increasingly \u003ca href=\"https://www.kqed.org/news/12077581/bay-area-officials-raise-privacy-concerns-after-ice-arrest-at-sfo\">shared passenger information\u003c/a> with ICE, which is also part of the Department of Homeland Security. TSA has shared names, photos and other details from flight manifests, which ICE checks against its own records.\u003c/p>\n\n\n\n\n\n\u003cp>KQED reached out to both TSA and ICE for comment, and neither responded in time for publication. \u003c/p>\n\n\n\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n\n\n\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n\n\n\n\u003cp>Atkinson said that the arrests are being made by both uniformed ICE agents and by plainclothes officers wearing tactical vests. She advises anyone without permanent status, such as DACA recipients or those who have overstayed their visa —even if they have been in the country for many years —to consult with an immigration attorney prior to travel, even if domestically. \u003c/p>\n\n\n\n\u003cp>Lastra said that there has always been a possibility that people not authorized to be in the U.S. could be arrested during travel, but enforcement was previously sporadic. \u003c/p>\n\n\n\n\u003cp>“The airport is a Constitution-light zone where agents can search you, detain you and take your phone,” Lastra said. “Airports are considered a border area, so there is always a risk.”\u003c/p>\n\n\n\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",
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"innerHTML": "\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A flight attendant last month found a gun belonging to a federal Immigration and Customs Enforcement agent in a \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> bathroom, a SFO spokesperson said.\u003c/p>\n\n\n\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n\n\n\n\u003cp>It’s unclear if the gun was loaded and if the ICE agent was at the airport to board a flight or as part of an operation. \u003c/p>\n\n\n\n\u003cp>Pablo Lastra, an immigration attorney with law firm Fellom & Solorio in San Francisco, questioned why the officer was armed.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" class=\"wp-image-12067210\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Even if they were getting on a plane to do an operation in Chicago, you don’t need a gun,” he said. “You can put it in your luggage. There is an element of a lack of training and carelessness.”\u003c/p>\n\n\n\n\u003cp>The incident, first reported by \u003ca href=\"https://www.nbcbayarea.com/news/local/ice-agents-gun-found-in-sfo-bathroom/4133652/\">NBC Bay Area\u003c/a>, took place one day before the high-profile \u003ca href=\"https://www.kqed.org/news/12092491/it-wasnt-right-woman-arrested-by-ice-at-sfo-is-a-san-francisco-photographer-barista\">arrest of Iryna Gorb, a Ukrainian woman\u003c/a> who was returning home to San Francisco from out of state. It comes as part of a growing presence of immigration agents at airports, as the Trump administration opens up new fronts in its aggressive immigration crackdown. \u003c/p>\n\n\n\n\u003cp>Advocates say more than a dozen travelers have been \u003ca href=\"https://www.kqed.org/news/12092697/bay-area-immigrant-advocates-warn-noncitizens-to-avoid-air-travel-after-ice-arrests\">detained at Bay Area airports\u003c/a> since June 27, some of which have played out in dramatic and public arrests captured on video, like Gorb’s July 22 arrest. A photographer and barista who has lived in the U.S. since 2010, Gorb remains in detention. \u003c/p>\n\n\n\n\u003cp>The Transportation Security Administration, the federal agency that handles airport security, has increasingly \u003ca href=\"https://www.kqed.org/news/12077581/bay-area-officials-raise-privacy-concerns-after-ice-arrest-at-sfo\">shared passenger information\u003c/a> with ICE, which is also part of the Department of Homeland Security. TSA has shared names, photos and other details from flight manifests, which ICE checks against its own records.\u003c/p>\n\n\n\n\n\n\u003cp>KQED reached out to both TSA and ICE for comment, and neither responded in time for publication. \u003c/p>\n\n\n\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n\n\n\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n\n\n\n\u003cp>Atkinson said that the arrests are being made by both uniformed ICE agents and by plainclothes officers wearing tactical vests. She advises anyone without permanent status, such as DACA recipients or those who have overstayed their visa —even if they have been in the country for many years —to consult with an immigration attorney prior to travel, even if domestically. \u003c/p>\n\n\n\n\u003cp>Lastra said that there has always been a possibility that people not authorized to be in the U.S. could be arrested during travel, but enforcement was previously sporadic. \u003c/p>\n\n\n\n\u003cp>“The airport is a Constitution-light zone where agents can search you, detain you and take your phone,” Lastra said. “Airports are considered a border area, so there is always a risk.”\u003c/p>\n\n\n\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\u003c/div>\u003c/p>",
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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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"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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"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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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"radiolab": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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