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"content": "\n\u003cp>Traceé Coltes of Richmond said she relies on \u003ca href=\"https://www.kqed.org/news/tag/richmond\">AC Transit\u003c/a>, but she’s noticed that one of her usual lines, the 71, has become unreliable, forcing her to walk to take BART. She said she once missed a mammogram appointment.\u003c/p>\n\n\n\n\u003cp>“It’s beyond scary,” Coltes said. “That’s very important to my health and well-being. I couldn’t go because the bus didn’t show up.”\u003c/p>\n\n\n\n\u003cp>She is among many AC Transit riders who expressed fear and anxiety on Wednesday afternoon during a special AC Transit Board of Directors meeting. The public gave feedback on the agency’s \u003ca href=\"https://www.actransit.org/contingency-plan\">Proposed Contingency Service Plan\u003c/a> that would cut service and lay off workers if voters reject a \u003ca href=\"https://www.kqed.org/voterguide/california/regional-measure-rtm\">regional transit funding ballot measure\u003c/a> this November.\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/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01.jpg\" alt=\"\" class=\"wp-image-12104555\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traceé Coltes gives her public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The plan calls for a 16% reduction in service — removing 100 buses — and laying off up to 300 employees, according to Robert Lyles, spokesperson for AC Transit. \u003c/p>\n\n\n\n\u003cp>The plan preserves the agency’s “15-minute or better” weekday service on the busiest lines and major travel corridors (such as Telegraph Avenue, Foothill Boulevard and Martin Luther King Jr. Way), but it proposes other cuts.\u003c/p>\n\n\n\n\u003cp>They include later service start times, at 7 a.m., and earlier end times, at 7 p.m., on many routes, the elimination of all weekend transbay service, to name a few.\u003c/p>\n\n\n\n\n\n\u003cp>The board of directors said it will use nearly 500 pieces of public comment submitted Wednesday to inform a final vote on how to reduce service if the Regional Transit Measure does not pass. If the service reductions are needed, the board expects to consider a proposed final service plan at a Dec. 9 meeting. Service cuts would begin June 2027. \u003c/p>\n\n\n\n\u003cp>AC Transit is facing a $200 million structural deficit over the next four years due to pandemic-related drops in ridership, reduced federal, state and local funding (namely the exhaustion of federal Covid-19 relief dollars).\u003c/p>\n\n\n\n\u003cp>“ We want none of this to activate, but we cannot stick our heads in the sand and pretend that this substantial structural deficit does not exist,” Lyles said. “ The Board’s responsibility is to keep this transit agency operating.” \u003c/p>\n\n\n\n\u003cp>RTM would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco, and is estimated to generate around $1 billion annually for several Bay Area transit agencies, including BART, Muni, Caltrain and AC Transit over 14 years. \u003c/p>\n\n\n\n\u003cp>About 21% of the tax collected in Alameda County and 3% of the tax collected in Contra Costa County would support AC Transit — generating an estimated $50 million annually for the agency. \u003c/p>\n\n\n\n\u003cp>Coltes and other riders said that they’re already seeing a preview of what life will be like if AC Transit reduces service — what AC Transit Director Jean Walsh calls the agency’s “reliability crisis.”\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/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53.jpg\" alt=\"\" class=\"wp-image-12104551\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A member of the public looks at a bus line map at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/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=\"12104552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac.jpg\" alt=\"\" class=\"wp-image-12104552\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">James Bowens gives his public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" data-id=\"12104550\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922.jpg\" alt=\"\" class=\"wp-image-12104550\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Members of the public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“Far too many trips are being canceled, and the problem has been getting worse,” Walsh said in an emailed statement, speaking as an individual board member, noting that her views did not necessarily reflect the rest of the Board or AC Transit.\u003c/p>\n\n\n\n\u003cp>Walsh said a combination of absenteeism and understaffing has led to a lack of bus operators, causing “significant” rates of cancellations.\u003c/p>\n\n\n\n\u003cp>“Our goal is to run 99.5% of scheduled buses, but we have been falling far short of that goal and inconveniencing thousands of people in the process,” Walsh said.\u003c/p>\n\n\n\n\u003cp>Walsh added that the board recently approved her motion to increase reliability reporting from twice a year to monthly, which is set to begin at the end of October. \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/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815.jpg\" alt=\"\" class=\"wp-image-12104556\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Kiwan Gore gives her public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Kiwan Gore of Berkeley encouraged the board to reduce rather than eliminate weekend transbay service in its contingency plan. Born with cerebral palsy, she said she relies on AC Transit “big time,” and that other transit agencies, like BART, are “financially out of reach” for her. \u003c/p>\n\n\n\n\u003cp>“I’m in the city a lot, especially on the weekends. So for me, cutting transbay service on weekends is drastic,” Gore said. “ I’m anxious about it.”\u003c/p>\n\n\n\n\u003cp>Coltes was also concerned that the proposed cuts would affect not only her own quality of life, but also seniors, parents and working people who struggle to afford the Bay Area’s high cost of living.\u003c/p>\n\n\n\n\u003cp>“You can’t get a paycheck if you can’t even get to work, and if your means of transportation is public transportation and it’s constantly decreasing, then you see where that goes,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>They include later service start times, at 7 a.m., and earlier end times, at 7 p.m., on many routes, the elimination of all weekend transbay service, to name a few.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The board of directors said it will use nearly 500 pieces of public comment submitted Wednesday to inform a final vote on how to reduce service if the Regional Transit Measure does not pass. If the service reductions are needed, the board expects to consider a proposed final service plan at a Dec. 9 meeting. Service cuts would begin June 2027. \u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit is facing a $200 million structural deficit over the next four years due to pandemic-related drops in ridership, reduced federal, state and local funding (namely the exhaustion of federal Covid-19 relief dollars).\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ We want none of this to activate, but we cannot stick our heads in the sand and pretend that this substantial structural deficit does not exist,” Lyles said. “ The Board’s responsibility is to keep this transit agency operating.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>RTM would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco, and is estimated to generate around $1 billion annually for several Bay Area transit agencies, including BART, Muni, Caltrain and AC Transit over 14 years. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Coltes and other riders said that they’re already seeing a preview of what life will be like if AC Transit reduces service — what AC Transit Director Jean Walsh calls the agency’s “reliability crisis.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Far too many trips are being canceled, and the problem has been getting worse,” Walsh said in an emailed statement, speaking as an individual board member, noting that her views did not necessarily reflect the rest of the Board or AC Transit.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Walsh said a combination of absenteeism and understaffing has led to a lack of bus operators, causing “significant” rates of cancellations.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our goal is to run 99.5% of scheduled buses, but we have been falling far short of that goal and inconveniencing thousands of people in the process,” Walsh said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Walsh added that the board recently approved her motion to increase reliability reporting from twice a year to monthly, which is set to begin at the end of October. \u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815.jpg\" alt=\"\" class=\"wp-image-12104556\"/>\u003cfigcaption class=\"wp-element-caption\">Kiwan Gore gives her public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Kiwan Gore of Berkeley encouraged the board to reduce rather than eliminate weekend transbay service in its contingency plan. Born with cerebral palsy, she said she relies on AC Transit “big time,” and that other transit agencies, like BART, are “financially out of reach” for her. \u003c/p>\n",
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"\n\u003cp>Kiwan Gore of Berkeley encouraged the board to reduce rather than eliminate weekend transbay service in its contingency plan. Born with cerebral palsy, she said she relies on AC Transit “big time,” and that other transit agencies, like BART, are “financially out of reach” for her. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“I’m in the city a lot, especially on the weekends. So for me, cutting transbay service on weekends is drastic,” Gore said. “ I’m anxious about it.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Coltes was also concerned that the proposed cuts would affect not only her own quality of life, but also seniors, parents and working people who struggle to afford the Bay Area’s high cost of living.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“You can’t get a paycheck if you can’t even get to work, and if your means of transportation is public transportation and it’s constantly decreasing, then you see where that goes,” she said.\u003c/p>\n",
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"\n\u003cp>“You can’t get a paycheck if you can’t even get to work, and if your means of transportation is public transportation and it’s constantly decreasing, then you see where that goes,” she said.\u003c/p>\n"
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"excerpt": "If voters reject a regional transit ballot measure, the agency says it will be forced to cut service and lay off hundreds of employees.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traceé Coltes of Richmond said she relies on \u003ca href=\"https://www.kqed.org/news/tag/richmond\">AC Transit\u003c/a>, but she’s noticed that one of her usual lines, the 71, has become unreliable, forcing her to walk to take BART. She said she once missed a mammogram appointment.\u003c/p>\n\n\n\n\u003cp>“It’s beyond scary,” Coltes said. “That’s very important to my health and well-being. I couldn’t go because the bus didn’t show up.”\u003c/p>\n\n\n\n\u003cp>She is among many AC Transit riders who expressed fear and anxiety on Wednesday afternoon during a special AC Transit Board of Directors meeting. The public gave feedback on the agency’s \u003ca href=\"https://www.actransit.org/contingency-plan\">Proposed Contingency Service Plan\u003c/a> that would cut service and lay off workers if voters reject a \u003ca href=\"https://www.kqed.org/voterguide/california/regional-measure-rtm\">regional transit funding ballot measure\u003c/a> this November.\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/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01.jpg\" alt=\"\" class=\"wp-image-12104555\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-16-MC-KQED-57e2eb01-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traceé Coltes gives her public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The plan calls for a 16% reduction in service — removing 100 buses — and laying off up to 300 employees, according to Robert Lyles, spokesperson for AC Transit. \u003c/p>\n\n\n\n\u003cp>The plan preserves the agency’s “15-minute or better” weekday service on the busiest lines and major travel corridors (such as Telegraph Avenue, Foothill Boulevard and Martin Luther King Jr. Way), but it proposes other cuts.\u003c/p>\n\n\n\n\u003cp>They include later service start times, at 7 a.m., and earlier end times, at 7 p.m., on many routes, the elimination of all weekend transbay service, to name a few.\u003c/p>\n\n\n\n\n\n\u003cp>The board of directors said it will use nearly 500 pieces of public comment submitted Wednesday to inform a final vote on how to reduce service if the Regional Transit Measure does not pass. If the service reductions are needed, the board expects to consider a proposed final service plan at a Dec. 9 meeting. Service cuts would begin June 2027. \u003c/p>\n\n\n\n\u003cp>AC Transit is facing a $200 million structural deficit over the next four years due to pandemic-related drops in ridership, reduced federal, state and local funding (namely the exhaustion of federal Covid-19 relief dollars).\u003c/p>\n\n\n\n\u003cp>“ We want none of this to activate, but we cannot stick our heads in the sand and pretend that this substantial structural deficit does not exist,” Lyles said. “ The Board’s responsibility is to keep this transit agency operating.” \u003c/p>\n\n\n\n\u003cp>RTM would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco, and is estimated to generate around $1 billion annually for several Bay Area transit agencies, including BART, Muni, Caltrain and AC Transit over 14 years. \u003c/p>\n\n\n\n\u003cp>About 21% of the tax collected in Alameda County and 3% of the tax collected in Contra Costa County would support AC Transit — generating an estimated $50 million annually for the agency. \u003c/p>\n\n\n\n\u003cp>Coltes and other riders said that they’re already seeing a preview of what life will be like if AC Transit reduces service — what AC Transit Director Jean Walsh calls the agency’s “reliability crisis.”\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/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53.jpg\" alt=\"\" class=\"wp-image-12104551\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-10-MC-KQED-d6321b53-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A member of the public looks at a bus line map at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/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=\"12104552\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac.jpg\" alt=\"\" class=\"wp-image-12104552\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-12-MC-KQED-9fe7c0ac-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">James Bowens gives his public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" data-id=\"12104550\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922.jpg\" alt=\"\" class=\"wp-image-12104550\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-02-MC-KQED-8dddc922-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Members of the public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“Far too many trips are being canceled, and the problem has been getting worse,” Walsh said in an emailed statement, speaking as an individual board member, noting that her views did not necessarily reflect the rest of the Board or AC Transit.\u003c/p>\n\n\n\n\u003cp>Walsh said a combination of absenteeism and understaffing has led to a lack of bus operators, causing “significant” rates of cancellations.\u003c/p>\n\n\n\n\u003cp>“Our goal is to run 99.5% of scheduled buses, but we have been falling far short of that goal and inconveniencing thousands of people in the process,” Walsh said.\u003c/p>\n\n\n\n\u003cp>Walsh added that the board recently approved her motion to increase reliability reporting from twice a year to monthly, which is set to begin at the end of October. \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/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815.jpg\" alt=\"\" class=\"wp-image-12104556\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/101426-ACTRANSIT-17-MC-KQED-c0067815-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Kiwan Gore gives her public comment at the AC Transit headquarters on Oct. 14, 2026, in Oakland. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Kiwan Gore of Berkeley encouraged the board to reduce rather than eliminate weekend transbay service in its contingency plan. Born with cerebral palsy, she said she relies on AC Transit “big time,” and that other transit agencies, like BART, are “financially out of reach” for her. \u003c/p>\n\n\n\n\u003cp>“I’m in the city a lot, especially on the weekends. So for me, cutting transbay service on weekends is drastic,” Gore said. “ I’m anxious about it.”\u003c/p>\n\n\n\n\u003cp>Coltes was also concerned that the proposed cuts would affect not only her own quality of life, but also seniors, parents and working people who struggle to afford the Bay Area’s high cost of living.\u003c/p>\n\n\n\n\u003cp>“You can’t get a paycheck if you can’t even get to work, and if your means of transportation is public transportation and it’s constantly decreasing, then you see where that goes,” she said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "101-i-80-closure-san-francisco-october-16-19-valkyries-wnba-finals-chase-center-bay-bridge-detour-traffic",
"title": "Don’t Get Caught: Highway 101 Through SF Is Closed (Yes, Again) This Weekend",
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"headTitle": "Don’t Get Caught: Highway 101 Through SF Is Closed (Yes, Again) This Weekend | KQED",
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"content": "\n\u003cp>As if avoiding \u003ca href=\"https://www.kqed.org/news/12103039/fleet-week-2026-practice-schedule-blue-angels-ship-tours-where-events\">Fleet Week\u003c/a> \u003ca href=\"https://www.kqed.org/news/12103818/thinking-of-taking-waymo-to-fleet-week-its-complicated\">traffic\u003c/a> wasn’t bad enough this past weekend, there’ll be another major weekend complication on the roads through San Francisco this coming 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-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-sf-101-rehab-hospital-curve\">fully closed — again — to all southbound traffic \u003c/a>starting the night of Friday, Oct. 16, and won’t reopen until early morning on Monday, Oct. 19. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will especially affect people driving from the East Bay or North Bay to the Peninsula and South Bay, and travelers trying to reach San Francisco International Airport by road. \u003c/p>\n\n\n\n\u003cp>But they’ll also impact people just wanting to travel through the city on those days — especially on Saturday, when the \u003ca href=\"https://www.kqed.org/news/12103702/golden-state-valkyries-advance-to-wnba-finals-after-sweeping-las-vegas-aces\">Golden State Valkyries will be playing in Game 1 of the WNBA finals\u003c/a> at Chase Center.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg\" alt=\"\" class=\"wp-image-12097364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-1536x1037.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center on Aug. 26, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>This is the third weekend closure in Caltrans’ 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. Caltrans’ Bay Area public information officer Lori Shepherd said that drivers should know that these closures are going to cause “a major, major impact,” and that any travelers planning to drive in San Francisco during the 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>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timing, 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\u003ch2 class=\"wp-block-heading\">Where and when will southbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All southbound lanes on 101 between Seventh and 17th streets will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>The closure starts at 11 p.m. on Friday, Oct. 16. All southbound lanes will reopen by 6 a.m. on Monday, Oct. 19.\u003c/p>\n\n\n\n\u003cp>Northbound 101 will remain open during the southbound closure, although one lane will be closed.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1978\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg\" alt=\"\" class=\"wp-image-12104104\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg 1978w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1582x2048.jpg 1582w\" sizes=\"auto, (max-width: 1978px) 100vw, 1978px\" />\u003cfigcaption class=\"wp-element-caption\">A map showing where southbound Highway 101 will be closed Oct. 16-19. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">I really need to drive south through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003cp>While these 101 southbound lanes are closed, 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 southbound\u003c/a> instead. So if you’re using I-280 to get to or from Chase Center to watch the Valkyries play the Atlanta Dream on Saturday, be aware that these routes may have a lot more traffic due to the volume of drivers taking this detour.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 south through San Francisco:\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that you travel south on either Van Ness Avenue or Guerrero Street to reach I-280 southbound. But if you miss your chance for those exits,\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take the Fourth Street exit and turn right onto Fourth Street\u003c/li>\n\n\n\n\u003cli>Turn right onto King Street\u003c/li>\n\n\n\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re coming from the Bay Bridge on I-80 west:\u003c/h3>\n\n\n\n\u003cp>Take the Fifth Street exit and then: \u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Turn left onto Fifth Street\u003c/li>\n\n\n\n\u003cli>Turn right onto Brannan Street\u003c/li>\n\n\n\n\u003cli>Turn left onto Sixth Street\u003c/li>\n\n\n\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>But if you miss Fifth Street:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take the Ninth Street Civic Center exit \u003c/li>\n\n\n\n\u003cli>Continue on Harrison Street\u003c/li>\n\n\n\n\u003cli>Turn left onto 10th Street\u003c/li>\n\n\n\n\u003cli>Bear right onto Potrero Avenue\u003c/li>\n\n\n\n\u003cli>Continue until you reach the southbound 101 on-ramp, after the closure.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>See Caltrans’ recommended detours in action:\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://youtu.be/2dDNpACWUhI?si=0hoWIApAFJTuXlJE\n\u003c/div>\u003c/figure>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What other parts of the city could be impacted by the closures?\u003c/h2>\n\n\n\n\u003cp>Shepherd said the greatest traffic impacts from these closures 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\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 during the highway closure, 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\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures just take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — one of which took place over the Labor Day 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 Caltrans timed these closures “to do it with the least amount of impact on the public,” said Shepherd.\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that fall in San Francisco 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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"\n\u003cp>As if avoiding \u003ca href=\"https://www.kqed.org/news/12103039/fleet-week-2026-practice-schedule-blue-angels-ship-tours-where-events\">Fleet Week\u003c/a> \u003ca href=\"https://www.kqed.org/news/12103818/thinking-of-taking-waymo-to-fleet-week-its-complicated\">traffic\u003c/a> wasn’t bad enough this past weekend, there’ll be another major weekend complication on the roads through San Francisco this coming 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-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-sf-101-rehab-hospital-curve\">fully closed — again — to all southbound traffic \u003c/a>starting the night of Friday, Oct. 16, and won’t reopen until early morning on Monday, Oct. 19. \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-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-sf-101-rehab-hospital-curve\">fully closed — again — to all southbound traffic \u003c/a>starting the night of Friday, Oct. 16, and won’t reopen until early morning on Monday, Oct. 19. \u003c/p>\n"
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"innerHTML": "\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will especially affect people driving from the East Bay or North Bay to the Peninsula and South Bay, and travelers trying to reach San Francisco International Airport by road. \u003c/p>\n",
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"\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will especially affect people driving from the East Bay or North Bay to the Peninsula and South Bay, and travelers trying to reach San Francisco International Airport by road. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But they’ll also impact people just wanting to travel through the city on those days — especially on Saturday, when the \u003ca href=\"https://www.kqed.org/news/12103702/golden-state-valkyries-advance-to-wnba-finals-after-sweeping-las-vegas-aces\">Golden State Valkyries will be playing in Game 1 of the WNBA finals\u003c/a> at Chase Center.\u003c/p>\n",
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"\n\u003cp>But they’ll also impact people just wanting to travel through the city on those days — especially on Saturday, when the \u003ca href=\"https://www.kqed.org/news/12103702/golden-state-valkyries-advance-to-wnba-finals-after-sweeping-las-vegas-aces\">Golden State Valkyries will be playing in Game 1 of the WNBA finals\u003c/a> at Chase Center.\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/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg\" alt=\"\" class=\"wp-image-12097364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-1536x1037.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 on Aug. 26, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg\" alt=\"\" class=\"wp-image-12097364\"/>\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center on Aug. 26, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Gina Castro for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
],
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"blockName": "core/paragraph",
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"innerHTML": "\n\u003cp>This is the third weekend closure in Caltrans’ 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. Caltrans’ Bay Area public information officer Lori Shepherd said that drivers should know that these closures are going to cause “a major, major impact,” and that any travelers planning to drive in San Francisco during the closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n",
"innerContent": [
"\n\u003cp>This is the third weekend closure in Caltrans’ 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. Caltrans’ Bay Area public information officer Lori Shepherd said that drivers should know that these closures are going to cause “a major, major impact,” and that any travelers planning to drive in San Francisco during the 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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{
"blockName": "core/paragraph",
"attrs": {
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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 timing, 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 timing, detours and delays? \u003c/p>\n"
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{
"blockName": "core/paragraph",
"attrs": {
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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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{
"blockName": "core/heading",
"attrs": {
"text": "Where and when will southbound 101 through San Francisco be closed?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Where and when will southbound 101 through San Francisco be closed?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">Where and when will southbound 101 through San Francisco be closed?\u003c/h2>\n"
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{
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"attrs": {
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"innerHTML": "\n\u003cp>All southbound lanes on 101 between Seventh and 17th streets will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n",
"innerContent": [
"\n\u003cp>All southbound lanes on 101 between Seventh and 17th streets will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n"
],
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{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>The closure starts at 11 p.m. on Friday, Oct. 16. All southbound lanes will reopen by 6 a.m. on Monday, Oct. 19.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The closure starts at 11 p.m. on Friday, Oct. 16. All southbound lanes will reopen by 6 a.m. on Monday, Oct. 19.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>Northbound 101 will remain open during the southbound closure, although one lane will be closed.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Northbound 101 will remain open during the southbound closure, although one lane will be closed.\u003c/p>\n"
],
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{
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"attrs": {
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg 1978w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1582x2048.jpg 1582w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg\" alt=\"\" class=\"wp-image-12104104\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg 1978w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1582x2048.jpg 1582w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A map showing where southbound Highway 101 will be closed Oct. 16-19.\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/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg\" alt=\"\" class=\"wp-image-12104104\"/>\u003cfigcaption class=\"wp-element-caption\">A map showing where southbound Highway 101 will be closed Oct. 16-19.\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": "I really need to drive south through San Francisco during the closures. What detour should I take?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">I really need to drive south through San Francisco during the closures. What detour should I take?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">I really need to drive south through San Francisco during the closures. What detour should I take?\u003c/h2>\n"
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{
"blockName": "core/paragraph",
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"innerHTML": "\n\u003cp>While these 101 southbound lanes are closed, 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 southbound\u003c/a> instead. So if you’re using I-280 to get to or from Chase Center to watch the Valkyries play the Atlanta Dream on Saturday, be aware that these routes may have a lot more traffic due to the volume of drivers taking this detour.\u003c/p>\n",
"innerContent": [
"\n\u003cp>While these 101 southbound lanes are closed, 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 southbound\u003c/a> instead. So if you’re using I-280 to get to or from Chase Center to watch the Valkyries play the Atlanta Dream on Saturday, be aware that these routes may have a lot more traffic due to the volume of drivers taking this detour.\u003c/p>\n"
],
"innerBlocks": []
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{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "If you’re already on 101 south through San Francisco:"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 south through San Francisco:\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 south through San Francisco:\u003c/h3>\n"
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},
{
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"attrs": {
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"innerHTML": "\n\u003cp>Caltrans recommends that you travel south on either Van Ness Avenue or Guerrero Street to reach I-280 southbound. But if you miss your chance for those exits,\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans recommends that you travel south on either Van Ness Avenue or Guerrero Street to reach I-280 southbound. But if you miss your chance for those exits,\u003c/p>\n"
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{
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"attrs": {
"items": [
"Take the Fourth Street exit and turn right onto Fourth Street",
"Turn right onto King Street",
"Take the southbound I-280 on-ramp."
],
"ordered": false,
"values": ""
},
"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\u003c/ul>\n",
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"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerBlocks": [
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take the Fourth Street exit and turn right onto Fourth Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take the Fourth Street exit and turn right onto Fourth Street\u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Turn right onto King Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Turn right onto King Street\u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n"
]
}
]
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{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "If you’re coming from the Bay Bridge on I-80 west:"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">If you’re coming from the Bay Bridge on I-80 west:\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">If you’re coming from the Bay Bridge on I-80 west:\u003c/h3>\n"
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},
{
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"attrs": {
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"innerHTML": "\n\u003cp>Take the Fifth Street exit and then: \u003c/p>\n",
"innerContent": [
"\n\u003cp>Take the Fifth Street exit and then: \u003c/p>\n"
],
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},
{
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"attrs": {
"items": [
"Turn left onto Fifth Street",
"Turn right onto Brannan Street",
"Turn left onto Sixth Street",
"Take the southbound I-280 on-ramp."
],
"ordered": false,
"values": ""
},
"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\u003c/ul>\n",
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"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerBlocks": [
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Turn left onto Fifth Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Turn left onto Fifth Street\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Turn right onto Brannan Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Turn right onto Brannan Street\u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Turn left onto Sixth Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Turn left onto Sixth Street\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n",
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"\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n"
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}
]
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{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>But if you miss Fifth Street:\u003c/p>\n",
"innerContent": [
"\n\u003cp>But if you miss Fifth Street:\u003c/p>\n"
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{
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"Take the Ninth Street Civic Center exit ",
"Continue on Harrison Street",
"Turn left onto 10th Street",
"Bear right onto Potrero Avenue",
"Continue until you reach the southbound 101 on-ramp, after the closure."
],
"ordered": false,
"values": ""
},
"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\n\n\u003c/ul>\n",
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"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerBlocks": [
{
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"innerHTML": "\n\u003cli>Take the Ninth Street Civic Center exit \u003c/li>\n",
"innerContent": [
"\n\u003cli>Take the Ninth Street Civic Center exit \u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Continue on Harrison Street\u003c/li>\n",
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"\n\u003cli>Continue on Harrison Street\u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Turn left onto 10th Street\u003c/li>\n",
"innerContent": [
"\n\u003cli>Turn left onto 10th Street\u003c/li>\n"
]
},
{
"blockName": "core/list-item",
"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Bear right onto Potrero Avenue\u003c/li>\n",
"innerContent": [
"\n\u003cli>Bear right onto Potrero Avenue\u003c/li>\n"
]
},
{
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"innerBlocks": [],
"innerHTML": "\n\u003cli>Continue until you reach the southbound 101 on-ramp, after the closure.\u003c/li>\n",
"innerContent": [
"\n\u003cli>Continue until you reach the southbound 101 on-ramp, after the closure.\u003c/li>\n"
]
}
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{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>See Caltrans’ recommended detours in action:\u003c/p>\n",
"innerContent": [
"\n\u003cp>See Caltrans’ recommended detours in action:\u003c/p>\n"
],
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},
{
"blockName": "core/embed",
"attrs": {
"url": "https://youtu.be/2dDNpACWUhI?si=0hoWIApAFJTuXlJE",
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"responsive": true,
"className": "wp-embed-aspect-16-9 wp-has-aspect-ratio",
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"innerHTML": "\n\u003cfigure class=\"wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://youtu.be/2dDNpACWUhI?si=0hoWIApAFJTuXlJE\n\u003c/div>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://youtu.be/2dDNpACWUhI?si=0hoWIApAFJTuXlJE\n\u003c/div>\u003c/figure>\n"
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},
{
"blockName": "core/heading",
"attrs": {
"text": "What other parts of the city could be impacted by the closures?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">What other parts of the city could be impacted by the closures?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">What other parts of the city could be impacted by the closures?\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Shepherd said the greatest traffic impacts from these closures 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",
"innerContent": [
"\n\u003cp>Shepherd said the greatest traffic impacts from these closures 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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{
"blockName": "core/paragraph",
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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 during the highway closure, instead of using the roads.\u003c/p>\n",
"innerContent": [
"\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 during the highway closure, instead of using the roads.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
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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",
"innerContent": [
"\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"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"text": "Why can’t these 101 closures just take place overnight instead?",
"level": 2
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures just take place overnight instead?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures just take place overnight instead?\u003c/h2>\n"
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{
"blockName": "core/paragraph",
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"innerHTML": "\n\u003cp>Shepherd attributed the length of the multiple closures — one of which took place over the Labor Day 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 — one of which took place over the Labor Day 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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{
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"innerHTML": "\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and Caltrans timed these closures “to do it with the least amount of impact on the public,” said Shepherd.\u003c/p>\n",
"innerContent": [
"\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and Caltrans timed these closures “to do it with the least amount of impact on the public,” said Shepherd.\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 fall in San Francisco 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 fall in San Francisco 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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"excerpt": "Another closure starts Friday, Oct. 16. Here’s what to know, including the recommended detours and which travelers will be most affected.\n",
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"title": "Don’t Get Caught: Highway 101 Through SF Is Closed (Yes, Again) This Weekend | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>As if avoiding \u003ca href=\"https://www.kqed.org/news/12103039/fleet-week-2026-practice-schedule-blue-angels-ship-tours-where-events\">Fleet Week\u003c/a> \u003ca href=\"https://www.kqed.org/news/12103818/thinking-of-taking-waymo-to-fleet-week-its-complicated\">traffic\u003c/a> wasn’t bad enough this past weekend, there’ll be another major weekend complication on the roads through San Francisco this coming 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-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-sf-101-rehab-hospital-curve\">fully closed — again — to all southbound traffic \u003c/a>starting the night of Friday, Oct. 16, and won’t reopen until early morning on Monday, Oct. 19. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will especially affect people driving from the East Bay or North Bay to the Peninsula and South Bay, and travelers trying to reach San Francisco International Airport by road. \u003c/p>\n\n\n\n\u003cp>But they’ll also impact people just wanting to travel through the city on those days — especially on Saturday, when the \u003ca href=\"https://www.kqed.org/news/12103702/golden-state-valkyries-advance-to-wnba-finals-after-sweeping-las-vegas-aces\">Golden State Valkyries will be playing in Game 1 of the WNBA finals\u003c/a> at Chase Center.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg\" alt=\"\" class=\"wp-image-12097364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/20260826_UCSFStudy_GC-10-KQED-1536x1037.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center on Aug. 26, 2026. (Gina Castro for KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>This is the third weekend closure in Caltrans’ 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. Caltrans’ Bay Area public information officer Lori Shepherd said that drivers should know that these closures are going to cause “a major, major impact,” and that any travelers planning to drive in San Francisco during the 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>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timing, 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\u003ch2 class=\"wp-block-heading\">Where and when will southbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All southbound lanes on 101 between Seventh and 17th streets will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>The closure starts at 11 p.m. on Friday, Oct. 16. All southbound lanes will reopen by 6 a.m. on Monday, Oct. 19.\u003c/p>\n\n\n\n\u003cp>Northbound 101 will remain open during the southbound closure, although one lane will be closed.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1978\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg\" alt=\"\" class=\"wp-image-12104104\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-scaled.jpg 1978w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-160x207.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1187x1536.jpg 1187w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/Caltrans-Oct-16-closure-e742edc3-1582x2048.jpg 1582w\" sizes=\"auto, (max-width: 1978px) 100vw, 1978px\" />\u003cfigcaption class=\"wp-element-caption\">A map showing where southbound Highway 101 will be closed Oct. 16-19. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">I really need to drive south through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003cp>While these 101 southbound lanes are closed, 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 southbound\u003c/a> instead. So if you’re using I-280 to get to or from Chase Center to watch the Valkyries play the Atlanta Dream on Saturday, be aware that these routes may have a lot more traffic due to the volume of drivers taking this detour.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 south through San Francisco:\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that you travel south on either Van Ness Avenue or Guerrero Street to reach I-280 southbound. But if you miss your chance for those exits,\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take the Fourth Street exit and turn right onto Fourth Street\u003c/li>\n\n\n\n\u003cli>Turn right onto King Street\u003c/li>\n\n\n\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re coming from the Bay Bridge on I-80 west:\u003c/h3>\n\n\n\n\u003cp>Take the Fifth Street exit and then: \u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Turn left onto Fifth Street\u003c/li>\n\n\n\n\u003cli>Turn right onto Brannan Street\u003c/li>\n\n\n\n\u003cli>Turn left onto Sixth Street\u003c/li>\n\n\n\n\u003cli>Take the southbound I-280 on-ramp.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>But if you miss Fifth Street:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take the Ninth Street Civic Center exit \u003c/li>\n\n\n\n\u003cli>Continue on Harrison Street\u003c/li>\n\n\n\n\u003cli>Turn left onto 10th Street\u003c/li>\n\n\n\n\u003cli>Bear right onto Potrero Avenue\u003c/li>\n\n\n\n\u003cli>Continue until you reach the southbound 101 on-ramp, after the closure.\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>See Caltrans’ recommended detours in action:\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-video is-provider-youtube wp-block-embed-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\">\u003cdiv class=\"wp-block-embed__wrapper\">\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/2dDNpACWUhI'\n title='//www.youtube.com/embed/2dDNpACWUhI'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/div>\u003c/figure>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What other parts of the city could be impacted by the closures?\u003c/h2>\n\n\n\n\u003cp>Shepherd said the greatest traffic impacts from these closures 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\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 during the highway closure, 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\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures just take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — one of which took place over the Labor Day 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 Caltrans timed these closures “to do it with the least amount of impact on the public,” said Shepherd.\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that fall in San Francisco 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": "As of Oct. 1, There Are New Rules for Buying a Car in California",
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"content": "\n\u003cp>When you buy a shirt, the tag tells you the price. Whether it’s clothing, food or \u003ca href=\"https://www.kqed.org/news/12098620/even-in-a-hot-rental-market-what-renters-shouldnt-settle-on-when-looking-for-new-home\">rent\u003c/a>, knowing how much you will spend is a pretty straightforward question … for most items. \u003c/p>\n\n\n\n\u003cp>But buying a car — new or used — has always been trickier. The number you may see in television ads or plastered on the car’s windshield at the dealership is not always what you end up paying. \u003c/p>\n\n\n\n\u003cp>That’s because the manufacturer’s suggested retail price — or MSRP — is, as the name suggests, just a \u003cem>suggestion\u003c/em>. And it doesn’t include extra costs, like government fees or markups from the dealers for certain features.\u003c/p>\n\n\n\n\u003cp>But now, a new California law limits how much dealers can add on and potentially makes things clearer for consumers. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/GettyImages-2212146950-scaled-e1791219079940.jpg\" alt=\"\" class=\"wp-image-12102812\"/>\u003cfigcaption class=\"wp-element-caption\">Vehicles for sale are parked in a lot at a CarMax dealership on April 24, 2025, in San Diego. (Kevin Carter/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>As of Thursday, the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB766\">Combating Auto Retail Scams (CARS) Act\u003c/a> prohibits a dealer from misrepresenting the total cost of the vehicle they’re selling you. And if you’re planning to lease the car, a dealer cannot mislead you about the terms of the lease.\u003c/p>\n\n\n\n\u003cp>But what does this new law mean exactly, making your next experience at a car dealership less stressful — and potentially cheaper? Here’s what to look for if you or someone you know is buying a car after Oct. 1, 2026:\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">The total price, with no surprises\u003c/h2>\n\n\n\n\u003cp>Car sellers must now provide you with a “total price,” which has to include “any dealer price adjustment and the cost of any item installed on the vehicle.”\u003c/p>\n\n\n\n\u003cp>According to \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-registration/new-registration/registering-a-vehicle-purchased-from-a-dealer/california-combating-auto-retail-scams-act/\">the DMV\u003c/a>, the total price must show up in ads or in any initial written communication, which includes “email, text, document, or any form mentioning the vehicle or financing.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Transparency about add-ons\u003c/h2>\n\n\n\n\u003cp>As you’re choosing a car, the dealer now must tell you — at least once — which add-ons are not actually required. They also have to be transparent that you can purchase or lease the vehicle \u003cem>without \u003c/em>that extra feature. \u003c/p>\n\n\n\n\u003cp>This disclosure, the law states, has to be “in writing and shall be clear and conspicuous.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Frankness about financing\u003c/h2>\n\n\n\n\u003cp>When you’re talking about financing, the seller has to confirm what the total cost will be after the financing term — how much will you have paid the dealer altogether, once you’re done with all the monthly payments? \u003c/p>\n\n\n\n\u003cp>If you’re leasing the car, the dealership also has to tell you the total cost after the leasing term ends.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">More clarity on leasing vs. buying\u003c/h2>\n\n\n\n\u003cp>Now that this new law has passed, there cannot be any confusion about whether you are leasing or buying the car. \u003c/p>\n\n\n\n\u003cp>The seller must be straightforward with the consumer about the terms of the final agreement.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">A right to change your mind\u003c/h2>\n\n\n\n\u003cp>If you’re buying a \u003cem>used \u003c/em>car, the law now gives you the right to a three-day “cool-down period” where the purchase can be canceled — for any reason. \u003c/p>\n\n\n\n\u003cp>However, there are a few conditions:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>The vehicle must be valued at less than $50,000\u003c/li>\n\n\n\n\u003cli>The seller is permitted to set mileage limits (the DMV estimates around 400 miles)\u003c/li>\n\n\n\n\u003cli>The seller can charge you a restocking fee (the DMV estimates something around $200) \u003c/li>\n\u003c/ul>\n\n\n\n\n\n\u003cp>The legislation has received the support of legal aid groups and bar associations. \u003c/p>\n\n\n\n\u003cp>“Car buyers will enjoy stronger consumer protections, including a clearer understanding of the total cost of the vehicle before signing the paperwork,” wrote attorney Stefan Lawrence in \u003ca href=\"https://calawyers.org/business-law/california-combating-auto-retail-scams-cars-act-signed-into-law/\">a bulletin\u003c/a> for the California Lawyers Association.\u003c/p>\n\n\n\n\u003cp>However, Lawrence added that the CARS Act could add more work for car dealerships, as it “introduces a new layer of regulatory complexity with respect to advertising, sales practices, and add-on products.”\u003c/p>\n\n\n\n\u003cp>If you suspect a car dealership is not complying with the new law, the DMV recommends you \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-industry-services/occupational-licensing/driving-school-and-traffic-violator-school-complaints/\">file a complaint online\u003c/a> or call 1-800-777-0133.\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/10/2026/10/GettyImages-2212146950-scaled-e1791219079940.jpg\" alt=\"\" class=\"wp-image-12102812\"/>\u003cfigcaption class=\"wp-element-caption\">Vehicles for sale are parked in a lot at a CarMax dealership on April 24, 2025, in San Diego.\u003ccite class=\"wp-inline-image-credit\"> (Kevin Carter/Getty Images)\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/10/2026/10/GettyImages-2212146950-scaled-e1791219079940.jpg\" alt=\"\" class=\"wp-image-12102812\"/>\u003cfigcaption class=\"wp-element-caption\">Vehicles for sale are parked in a lot at a CarMax dealership on April 24, 2025, in San Diego.\u003ccite class=\"wp-inline-image-credit\"> (Kevin Carter/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>As of Thursday, the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB766\">Combating Auto Retail Scams (CARS) Act\u003c/a> prohibits a dealer from misrepresenting the total cost of the vehicle they’re selling you. And if you’re planning to lease the car, a dealer cannot mislead you about the terms of the lease.\u003c/p>\n",
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"\n\u003cp>As of Thursday, the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB766\">Combating Auto Retail Scams (CARS) Act\u003c/a> prohibits a dealer from misrepresenting the total cost of the vehicle they’re selling you. And if you’re planning to lease the car, a dealer cannot mislead you about the terms of the lease.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But what does this new law mean exactly, making your next experience at a car dealership less stressful — and potentially cheaper? Here’s what to look for if you or someone you know is buying a car after Oct. 1, 2026:\u003c/p>\n",
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"\n\u003cp>But what does this new law mean exactly, making your next experience at a car dealership less stressful — and potentially cheaper? Here’s what to look for if you or someone you know is buying a car after Oct. 1, 2026:\u003c/p>\n"
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"innerHTML": "\n\u003cp>Car sellers must now provide you with a “total price,” which has to include “any dealer price adjustment and the cost of any item installed on the vehicle.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>According to \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-registration/new-registration/registering-a-vehicle-purchased-from-a-dealer/california-combating-auto-retail-scams-act/\">the DMV\u003c/a>, the total price must show up in ads or in any initial written communication, which includes “email, text, document, or any form mentioning the vehicle or financing.”\u003c/p>\n",
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"\n\u003cp>According to \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-registration/new-registration/registering-a-vehicle-purchased-from-a-dealer/california-combating-auto-retail-scams-act/\">the DMV\u003c/a>, the total price must show up in ads or in any initial written communication, which includes “email, text, document, or any form mentioning the vehicle or financing.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>As you’re choosing a car, the dealer now must tell you — at least once — which add-ons are not actually required. They also have to be transparent that you can purchase or lease the vehicle \u003cem>without \u003c/em>that extra feature. \u003c/p>\n",
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"innerHTML": "\n\u003cp>When you’re talking about financing, the seller has to confirm what the total cost will be after the financing term — how much will you have paid the dealer altogether, once you’re done with all the monthly payments? \u003c/p>\n",
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"innerHTML": "\n\u003cp>Now that this new law has passed, there cannot be any confusion about whether you are leasing or buying the car. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Car buyers will enjoy stronger consumer protections, including a clearer understanding of the total cost of the vehicle before signing the paperwork,” wrote attorney Stefan Lawrence in \u003ca href=\"https://calawyers.org/business-law/california-combating-auto-retail-scams-cars-act-signed-into-law/\">a bulletin\u003c/a> for the California Lawyers Association.\u003c/p>\n",
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"innerHTML": "\n\u003cp>If you suspect a car dealership is not complying with the new law, the DMV recommends you \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-industry-services/occupational-licensing/driving-school-and-traffic-violator-school-complaints/\">file a complaint online\u003c/a> or call 1-800-777-0133.\u003c/p>\n",
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"excerpt": "The CARS Act now prohibits sellers from misrepresenting the total cost of a vehicle, including any dealer price adjustment and blocks them from charging you for optional add-ons.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>When you buy a shirt, the tag tells you the price. Whether it’s clothing, food or \u003ca href=\"https://www.kqed.org/news/12098620/even-in-a-hot-rental-market-what-renters-shouldnt-settle-on-when-looking-for-new-home\">rent\u003c/a>, knowing how much you will spend is a pretty straightforward question … for most items. \u003c/p>\n\n\n\n\u003cp>But buying a car — new or used — has always been trickier. The number you may see in television ads or plastered on the car’s windshield at the dealership is not always what you end up paying. \u003c/p>\n\n\n\n\u003cp>That’s because the manufacturer’s suggested retail price — or MSRP — is, as the name suggests, just a \u003cem>suggestion\u003c/em>. And it doesn’t include extra costs, like government fees or markups from the dealers for certain features.\u003c/p>\n\n\n\n\u003cp>But now, a new California law limits how much dealers can add on and potentially makes things clearer for consumers. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/GettyImages-2212146950-scaled-e1791219079940.jpg\" alt=\"\" class=\"wp-image-12102812\"/>\u003cfigcaption class=\"wp-element-caption\">Vehicles for sale are parked in a lot at a CarMax dealership on April 24, 2025, in San Diego. (Kevin Carter/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>As of Thursday, the \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB766\">Combating Auto Retail Scams (CARS) Act\u003c/a> prohibits a dealer from misrepresenting the total cost of the vehicle they’re selling you. And if you’re planning to lease the car, a dealer cannot mislead you about the terms of the lease.\u003c/p>\n\n\n\n\u003cp>But what does this new law mean exactly, making your next experience at a car dealership less stressful — and potentially cheaper? Here’s what to look for if you or someone you know is buying a car after Oct. 1, 2026:\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">The total price, with no surprises\u003c/h2>\n\n\n\n\u003cp>Car sellers must now provide you with a “total price,” which has to include “any dealer price adjustment and the cost of any item installed on the vehicle.”\u003c/p>\n\n\n\n\u003cp>According to \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-registration/new-registration/registering-a-vehicle-purchased-from-a-dealer/california-combating-auto-retail-scams-act/\">the DMV\u003c/a>, the total price must show up in ads or in any initial written communication, which includes “email, text, document, or any form mentioning the vehicle or financing.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Transparency about add-ons\u003c/h2>\n\n\n\n\u003cp>As you’re choosing a car, the dealer now must tell you — at least once — which add-ons are not actually required. They also have to be transparent that you can purchase or lease the vehicle \u003cem>without \u003c/em>that extra feature. \u003c/p>\n\n\n\n\u003cp>This disclosure, the law states, has to be “in writing and shall be clear and conspicuous.”\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Frankness about financing\u003c/h2>\n\n\n\n\u003cp>When you’re talking about financing, the seller has to confirm what the total cost will be after the financing term — how much will you have paid the dealer altogether, once you’re done with all the monthly payments? \u003c/p>\n\n\n\n\u003cp>If you’re leasing the car, the dealership also has to tell you the total cost after the leasing term ends.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">More clarity on leasing vs. buying\u003c/h2>\n\n\n\n\u003cp>Now that this new law has passed, there cannot be any confusion about whether you are leasing or buying the car. \u003c/p>\n\n\n\n\u003cp>The seller must be straightforward with the consumer about the terms of the final agreement.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">A right to change your mind\u003c/h2>\n\n\n\n\u003cp>If you’re buying a \u003cem>used \u003c/em>car, the law now gives you the right to a three-day “cool-down period” where the purchase can be canceled — for any reason. \u003c/p>\n\n\n\n\u003cp>However, there are a few conditions:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>The vehicle must be valued at less than $50,000\u003c/li>\n\n\n\n\u003cli>The seller is permitted to set mileage limits (the DMV estimates around 400 miles)\u003c/li>\n\n\n\n\u003cli>The seller can charge you a restocking fee (the DMV estimates something around $200) \u003c/li>\n\u003c/ul>\n\n\n\n\n\n\u003cp>The legislation has received the support of legal aid groups and bar associations. \u003c/p>\n\n\n\n\u003cp>“Car buyers will enjoy stronger consumer protections, including a clearer understanding of the total cost of the vehicle before signing the paperwork,” wrote attorney Stefan Lawrence in \u003ca href=\"https://calawyers.org/business-law/california-combating-auto-retail-scams-cars-act-signed-into-law/\">a bulletin\u003c/a> for the California Lawyers Association.\u003c/p>\n\n\n\n\u003cp>However, Lawrence added that the CARS Act could add more work for car dealerships, as it “introduces a new layer of regulatory complexity with respect to advertising, sales practices, and add-on products.”\u003c/p>\n\n\n\n\u003cp>If you suspect a car dealership is not complying with the new law, the DMV recommends you \u003ca href=\"https://www.dmv.ca.gov/portal/vehicle-industry-services/occupational-licensing/driving-school-and-traffic-violator-school-complaints/\">file a complaint online\u003c/a> or call 1-800-777-0133.\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/lyft\">Lyft\u003c/a> has agreed to pay more than $272 million to settle a state lawsuit alleging it committed wage theft by misclassifying California drivers as independent contractors, rather than employees, from 2016 to 2020. \u003c/p>\n\n\n\n\u003cp>Attorney General Rob Bonta \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-city-attorneys-san-francisco-san-diego-and-los-angeles\">announced\u003c/a> the deal on Thursday alongside city attorneys for San Francisco, Los Angeles and San Diego. He said Lyft, which has argued its drivers were always properly classified, spent years trying to push the case into private arbitration.\u003c/p>\n\n\n\n\u003cp>“All the while Lyft grew into a multibillion-dollar company, and a household name. Its success depended on its drivers, many of whom came from immigrant communities and communities of color, and still, Lyft failed to protect those drivers and failed to pay them fairly,” Bonta said.\u003c/p>\n\n\n\n\u003cp>He called it the largest worker misclassification settlement in California history. \u003c/p>\n\n\n\n\u003cp>“The bottom line is that eligible drivers are going to get paid. That’s money in the pockets of the workers who drove this company’s success,” the attorney general said.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed.jpg\" alt=\"\" class=\"wp-image-12102488\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. “You see one driver, but you don’t see the family behind. At least give us our share. I have to work every day because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.” (Sruti Mamidanna/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Most of the money, at least $237 million, is set to go to drivers. \u003c/p>\n\n\n\n\u003cp>“This was rent that didn’t get paid, food that wasn’t there for hungry kids. We’ve waited six years for this,” said Alvaro Bolainez, vice president of Rideshare Drivers United, a union representing over 20,000 drivers, in a statement. “It’s a big settlement — but it’s not big enough to cover the real harm that’s happened to drivers over the years.” \u003c/p>\n\n\n\n\u003cp>The settlement still needs a judge’s approval. In a statement, Lyft said the deal “closes a chapter from a very different time, before Prop 22,” \u003ca href=\"https://www.kqed.org/news/tag/prop-22\">the 2020 ballot measure\u003c/a> that let app-based companies keep treating drivers as contractors. \u003c/p>\n\n\n\n\u003cp>The debate over driver classification has raged in California for more than a decade. As independent contractors, Lyft and Uber drivers don’t get overtime, paid sick leave or unemployment insurance, and the state’s minimum wage doesn’t apply to them. Proposition 22 instead guarantees an earnings floor for time spent on trips, plus some health and accident coverage.\u003c/p>\n\n\n\n\n\n\u003cp>California’s lawsuit against Lyft, joined by the cities of Los Angeles, San Francisco and San Diego, was first brought in 2020. The case was later merged with the Labor Commissioner’s separate suit and with private suits by drivers.\u003c/p>\n\n\n\n\u003cp>With litigation underway, Lyft joined Uber and other gig companies in putting forward the state ballot measure to exempt ride-share and delivery drivers from \u003ca href=\"https://www.kqed.org/news/11774025/which-jobs-will-be-impacted-by-ab-5-californias-landmark-employment-measure\">AB 5\u003c/a>, a state law that would have made many of them employees. \u003c/p>\n\n\n\n\u003cp>In a win for the companies, voters approved the measure in November 2020, and it took effect the following month. That’s why the new settlement only covers work done through Dec. 15, 2020.\u003c/p>\n\n\n\n\u003cp>The companies fought the case at nearly every turn. A state appeals court upheld a 2020 order requiring them to reclassify drivers as employees, though Proposition 22 passed weeks later. In 2024, the U.S. Supreme Court \u003ca href=\"https://www.kqed.org/news/12008292/uber-and-lyfts-appeal-in-california-labor-case-wont-be-heard-by-supreme-court\">declined to hear their bid\u003c/a> to move the state’s claims into private arbitration.\u003c/p>\n\n\n\n\u003cp>Uber, the other defendant in the case, is still fighting. “The job is not done when it comes to protecting drivers here in California who have been misclassified, and Uber is a major violator,” Bonta said.\u003c/p>\n\n\n\n\u003cp>KQED reached out to Uber but did not hear back in time for publication.\u003c/p>\n\n\n\n\u003cp>Silicon Valley’s \u003ca href=\"https://www.kqed.org/news/11898302/how-the-gig-economy-changes-work-one-janitors-story\">gigification\u003c/a> of labor is not limited to ride-share driving. A host of other companies in everything from home services to food delivery treat workers as independent contractors instead of employees with all the benefits that classification would entail. \u003c/p>\n\n\n\n\u003cp>In September, New York Mayor Zohran Mamdani announced a $131.5 million enforcement action \u003ca href=\"https://www.nyc.gov/mayors-office/news/2026/09/mayor-mamdani-wins-record--131-5-million-from-doordash-for-deliv\">against DoorDash\u003c/a> for violations of New York City’s Delivery Worker Laws regarding minimum-pay rules for workers who are contractors by law.\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/lyft\">Lyft\u003c/a> has agreed to pay more than $272 million to settle a state lawsuit alleging it committed wage theft by misclassifying California drivers as independent contractors, rather than employees, from 2016 to 2020. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Attorney General Rob Bonta \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-city-attorneys-san-francisco-san-diego-and-los-angeles\">announced\u003c/a> the deal on Thursday alongside city attorneys for San Francisco, Los Angeles and San Diego. He said Lyft, which has argued its drivers were always properly classified, spent years trying to push the case into private arbitration.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“All the while Lyft grew into a multibillion-dollar company, and a household name. Its success depended on its drivers, many of whom came from immigrant communities and communities of color, and still, Lyft failed to protect those drivers and failed to pay them fairly,” Bonta said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“The bottom line is that eligible drivers are going to get paid. That’s money in the pockets of the workers who drove this company’s success,” the attorney general said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“This was rent that didn’t get paid, food that wasn’t there for hungry kids. We’ve waited six years for this,” said Alvaro Bolainez, vice president of Rideshare Drivers United, a union representing over 20,000 drivers, in a statement. “It’s a big settlement — but it’s not big enough to cover the real harm that’s happened to drivers over the years.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The settlement still needs a judge’s approval. In a statement, Lyft said the deal “closes a chapter from a very different time, before Prop 22,” \u003ca href=\"https://www.kqed.org/news/tag/prop-22\">the 2020 ballot measure\u003c/a> that let app-based companies keep treating drivers as contractors. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The debate over driver classification has raged in California for more than a decade. As independent contractors, Lyft and Uber drivers don’t get overtime, paid sick leave or unemployment insurance, and the state’s minimum wage doesn’t apply to them. Proposition 22 instead guarantees an earnings floor for time spent on trips, plus some health and accident coverage.\u003c/p>\n",
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"innerHTML": "\n\u003cp>California’s lawsuit against Lyft, joined by the cities of Los Angeles, San Francisco and San Diego, was first brought in 2020. The case was later merged with the Labor Commissioner’s separate suit and with private suits by drivers.\u003c/p>\n",
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"innerHTML": "\n\u003cp>With litigation underway, Lyft joined Uber and other gig companies in putting forward the state ballot measure to exempt ride-share and delivery drivers from \u003ca href=\"https://www.kqed.org/news/11774025/which-jobs-will-be-impacted-by-ab-5-californias-landmark-employment-measure\">AB 5\u003c/a>, a state law that would have made many of them employees. \u003c/p>\n",
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"innerHTML": "\n\u003cp>In a win for the companies, voters approved the measure in November 2020, and it took effect the following month. That’s why the new settlement only covers work done through Dec. 15, 2020.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The companies fought the case at nearly every turn. A state appeals court upheld a 2020 order requiring them to reclassify drivers as employees, though Proposition 22 passed weeks later. In 2024, the U.S. Supreme Court \u003ca href=\"https://www.kqed.org/news/12008292/uber-and-lyfts-appeal-in-california-labor-case-wont-be-heard-by-supreme-court\">declined to hear their bid\u003c/a> to move the state’s claims into private arbitration.\u003c/p>\n",
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"\n\u003cp>The companies fought the case at nearly every turn. A state appeals court upheld a 2020 order requiring them to reclassify drivers as employees, though Proposition 22 passed weeks later. In 2024, the U.S. Supreme Court \u003ca href=\"https://www.kqed.org/news/12008292/uber-and-lyfts-appeal-in-california-labor-case-wont-be-heard-by-supreme-court\">declined to hear their bid\u003c/a> to move the state’s claims into private arbitration.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Uber, the other defendant in the case, is still fighting. “The job is not done when it comes to protecting drivers here in California who have been misclassified, and Uber is a major violator,” Bonta said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>KQED reached out to Uber but did not hear back in time for publication.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Silicon Valley’s \u003ca href=\"https://www.kqed.org/news/11898302/how-the-gig-economy-changes-work-one-janitors-story\">gigification\u003c/a> of labor is not limited to ride-share driving. A host of other companies in everything from home services to food delivery treat workers as independent contractors instead of employees with all the benefits that classification would entail. \u003c/p>\n",
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"innerHTML": "\n\u003cp>In September, New York Mayor Zohran Mamdani announced a $131.5 million enforcement action \u003ca href=\"https://www.nyc.gov/mayors-office/news/2026/09/mayor-mamdani-wins-record--131-5-million-from-doordash-for-deliv\">against DoorDash\u003c/a> for violations of New York City’s Delivery Worker Laws regarding minimum-pay rules for workers who are contractors by law.\u003c/p>\n",
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"excerpt": "A state lawsuit alleged the rideshare giant misclassified California drivers as independent contractors for four years. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/lyft\">Lyft\u003c/a> has agreed to pay more than $272 million to settle a state lawsuit alleging it committed wage theft by misclassifying California drivers as independent contractors, rather than employees, from 2016 to 2020. \u003c/p>\n\n\n\n\u003cp>Attorney General Rob Bonta \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-city-attorneys-san-francisco-san-diego-and-los-angeles\">announced\u003c/a> the deal on Thursday alongside city attorneys for San Francisco, Los Angeles and San Diego. He said Lyft, which has argued its drivers were always properly classified, spent years trying to push the case into private arbitration.\u003c/p>\n\n\n\n\u003cp>“All the while Lyft grew into a multibillion-dollar company, and a household name. Its success depended on its drivers, many of whom came from immigrant communities and communities of color, and still, Lyft failed to protect those drivers and failed to pay them fairly,” Bonta said.\u003c/p>\n\n\n\n\u003cp>He called it the largest worker misclassification settlement in California history. \u003c/p>\n\n\n\n\u003cp>“The bottom line is that eligible drivers are going to get paid. That’s money in the pockets of the workers who drove this company’s success,” the attorney general said.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed.jpg\" alt=\"\" class=\"wp-image-12102488\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/M6A2496_qed-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Taking care of his mother and family, Uber and Lyft driver Malik Ali calls on Uber CEO Dara Khosrowshahi to help drivers keep a living wage. “You see one driver, but you don’t see the family behind. At least give us our share. I have to work every day because of the strict rules for the driver, which is ripping us off. I can’t afford to miss days to pay my rent. They don’t see the family behind us.” (Sruti Mamidanna/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Most of the money, at least $237 million, is set to go to drivers. \u003c/p>\n\n\n\n\u003cp>“This was rent that didn’t get paid, food that wasn’t there for hungry kids. We’ve waited six years for this,” said Alvaro Bolainez, vice president of Rideshare Drivers United, a union representing over 20,000 drivers, in a statement. “It’s a big settlement — but it’s not big enough to cover the real harm that’s happened to drivers over the years.” \u003c/p>\n\n\n\n\u003cp>The settlement still needs a judge’s approval. In a statement, Lyft said the deal “closes a chapter from a very different time, before Prop 22,” \u003ca href=\"https://www.kqed.org/news/tag/prop-22\">the 2020 ballot measure\u003c/a> that let app-based companies keep treating drivers as contractors. \u003c/p>\n\n\n\n\u003cp>The debate over driver classification has raged in California for more than a decade. As independent contractors, Lyft and Uber drivers don’t get overtime, paid sick leave or unemployment insurance, and the state’s minimum wage doesn’t apply to them. Proposition 22 instead guarantees an earnings floor for time spent on trips, plus some health and accident coverage.\u003c/p>\n\n\n\n\n\n\u003cp>California’s lawsuit against Lyft, joined by the cities of Los Angeles, San Francisco and San Diego, was first brought in 2020. The case was later merged with the Labor Commissioner’s separate suit and with private suits by drivers.\u003c/p>\n\n\n\n\u003cp>With litigation underway, Lyft joined Uber and other gig companies in putting forward the state ballot measure to exempt ride-share and delivery drivers from \u003ca href=\"https://www.kqed.org/news/11774025/which-jobs-will-be-impacted-by-ab-5-californias-landmark-employment-measure\">AB 5\u003c/a>, a state law that would have made many of them employees. \u003c/p>\n\n\n\n\u003cp>In a win for the companies, voters approved the measure in November 2020, and it took effect the following month. That’s why the new settlement only covers work done through Dec. 15, 2020.\u003c/p>\n\n\n\n\u003cp>The companies fought the case at nearly every turn. A state appeals court upheld a 2020 order requiring them to reclassify drivers as employees, though Proposition 22 passed weeks later. In 2024, the U.S. Supreme Court \u003ca href=\"https://www.kqed.org/news/12008292/uber-and-lyfts-appeal-in-california-labor-case-wont-be-heard-by-supreme-court\">declined to hear their bid\u003c/a> to move the state’s claims into private arbitration.\u003c/p>\n\n\n\n\u003cp>Uber, the other defendant in the case, is still fighting. “The job is not done when it comes to protecting drivers here in California who have been misclassified, and Uber is a major violator,” Bonta said.\u003c/p>\n\n\n\n\u003cp>KQED reached out to Uber but did not hear back in time for publication.\u003c/p>\n\n\n\n\u003cp>Silicon Valley’s \u003ca href=\"https://www.kqed.org/news/11898302/how-the-gig-economy-changes-work-one-janitors-story\">gigification\u003c/a> of labor is not limited to ride-share driving. A host of other companies in everything from home services to food delivery treat workers as independent contractors instead of employees with all the benefits that classification would entail. \u003c/p>\n\n\n\n\u003cp>In September, New York Mayor Zohran Mamdani announced a $131.5 million enforcement action \u003ca href=\"https://www.nyc.gov/mayors-office/news/2026/09/mayor-mamdani-wins-record--131-5-million-from-doordash-for-deliv\">against DoorDash\u003c/a> for violations of New York City’s Delivery Worker Laws regarding minimum-pay rules for workers who are contractors by law.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-cracks-down-on-e-motos-youth-e-bike-riders-with-new-laws",
"title": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws",
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"headTitle": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws | KQED",
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"content": "\n\u003cp>Gov. Gavin Newsom signed three laws on Wednesday aimed at addressing some of the most pressing \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">safety concerns\u003c/a> surrounding e-bikes, as the devices’ popularity continues to rise in California.\u003c/p>\n\n\n\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n\n\n\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n\n\n\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\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/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A young person rides an e-bike through Mill Valley on July 24, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n\n\n\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n\n\n\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n\n\n\n\n\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n\n\n\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n\n\n\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n\n\n\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n\n\n\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \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/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n\n\n\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n\n\n\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n\n\n\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n\n\n\n\n\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n\n\n\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n\n\n\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n\n\n\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n\n\n\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n\n\n\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n\n\n\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n",
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"\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n",
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"\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\u003c/p>\n"
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"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-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 young person rides an e-bike through Mill Valley on July 24, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n",
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"\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n",
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"\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n"
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"innerHTML": "\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n",
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"\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n"
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"innerHTML": "\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n",
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"\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n",
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"\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \u003c/p>\n",
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"\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \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/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n",
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"\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n",
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"\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n",
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"\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n",
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"\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n",
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"\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n",
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"\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n",
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"\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n"
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"excerpt": "Gov. Gavin Newsom signed bills regulating the most dangerous devices and allowing a pilot ban on youth e-bike riding in San Mateo County.",
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"title": "California Cracks Down on E-Motos, Youth E-Bike Riders With New Laws | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Gov. Gavin Newsom signed three laws on Wednesday aimed at addressing some of the most pressing \u003ca href=\"https://www.kqed.org/news/12050242/marin-moves-forward-with-ban-on-some-e-bikes-for-youth-as-research-into-safety-continues\">safety concerns\u003c/a> surrounding e-bikes, as the devices’ popularity continues to rise in California.\u003c/p>\n\n\n\n\u003cp>SB 1167 prohibits any electric device capable of traveling faster than 20 mph with a throttle or 28 mph with a pedal assist — California’s existing speed limits for e-bikes — from being sold or advertised as an e-bike. \u003c/p>\n\n\n\n\u003cp>The new law groups those devices into the “moped” or “motor-driven cycle” category in the state’s vehicle code, depending on their maximum speed and requires riders to have the necessary vehicle registration and license to operate them. \u003c/p>\n\n\n\n\u003cp>Regulating those faster devices was a top legislative priority for Streets for All, a California transportation and land use advocacy organization, said Marc Vukcevich, the group’s director of state policy.\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/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg\" alt=\"\" class=\"wp-image-12051115\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A young person rides an e-bike through Mill Valley on July 24, 2025. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“While legal e-bikes themselves may not be perfect, the thing we know we need to address are these illegal devices that are making e-bikes and e-bike riders look really bad,” Vukcevich said. \u003c/p>\n\n\n\n\u003cp>A December 2025 \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/2423-Agrawal-Electric-Bicycle-Safety-Data-Policy.pdf\">report \u003c/a>by San José State University’s Mineta Transportation Institute found it was highly likely that many injury crashes thought to involve e-bikes actually involve e-motorcycles and e-mopeds. The report also found that data on specifically which kinds of bikes are involved in crashes is commonly incomplete, making data-based policymaking more difficult. \u003c/p>\n\n\n\n\u003cp>State Sen. Catherine Blakespear, D-Encinitas, SB 1167’s author, said the legislation “ensures that consumers know if they are buying an e-bike or something else that goes much faster and carries greater risk.” \u003c/p>\n\n\n\n\n\n\u003cp>The law, which takes effect Jan. 1, 2027, requires manufacturers, importers and sellers of devices faster than e-bikes to provide a disclosure informing consumers that the device is in fact, considered a motor vehicle in California. It also beefs up reporting requirements on specifically what types of devices are involved in a crash. \u003c/p>\n\n\n\n\u003cp>E-bikes in California are regulated as \u003ca href=\"https://www.kqed.org/news/12070694/these-bay-area-researchers-say-the-e-bike-problem-may-be-an-e-moto-problem\">Class I, Class II or Class III devices\u003c/a>, depending on the maximum speed a motor provides assistance and how the motor assists the rider. \u003c/p>\n\n\n\n\u003cp>The devices are an increasingly popular way for Californians to navigate a variety of environments, from suburban sprawl to dense urban cores. E-bike sales accounted for 7% of the U.S. bike market — or nearly a million sales — in 2024, according to \u003ca href=\"https://www.peopleforbikes.org/news/e-bike-market-bigger-than-numbers-show\">People for Bikes\u003c/a>, the trade organization for the U.S. bicycle industry. \u003c/p>\n\n\n\n\u003cp>But the rise in popularity in California has also brought a jump in serious crashes, especially involving youth. A July \u003ca href=\"https://today.ucsd.edu/story/uc-san-diego-study-finds-an-exponential-increase-in-e-bike-injuries-in-california\">study\u003c/a> from UC San Diego found that California recorded just two e-bike injuries in 2018, a number that jumped to just over 1,500 in 2024. The study found that e-bike riders with moderate to severe injuries were more likely to be children ages 14 and younger. \u003c/p>\n\n\n\n\u003cp>In enacting legislation, lawmakers and advocates have tried to walk a tightrope between promoting e-bikes, an active transportation mode that reduces greenhouse gas emissions and traffic, while responding to health risks. \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/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg\" alt=\"\" class=\"wp-image-12036523\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/240823-ValenciaTelegraphBikeLanes-33-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A bicyclist rides on the Valencia Street center running bike lane in San Francisco’s Mission District on Aug. 23, 2024. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another e-bike bill signed by Newsom allows municipalities in San Mateo County to prohibit children under 12 from riding a class I or II e-bike, which have a maximum assisted speed of 20 mph, until Jan. 1, 2031. The bill mirrors similar pilot programs previously approved by the Legislature in Marin and San Diego counties, which also set minimum age requirements for certain classes of e-bikes. State law already prohibits children under 16 from riding a class III e-bike.\u003c/p>\n\n\n\n\u003cp>The bill gives each local authority in San Mateo County the option to enact the pilot in its jurisdiction. \u003c/p>\n\n\n\n\u003cp>Foster City Councilmember Stacy Jimenez said she was looking forward to “bringing this tool to Foster City.”\u003c/p>\n\n\n\n\u003cp>“Success doesn’t mean fewer kids riding bikes — it means more kids riding and riding safely, and AB 2595 will help cities and our county do that,” Jimenez said. \u003c/p>\n\n\n\n\n\n\u003cp>Marin has reported a \u003ca href=\"https://www.marincounty.gov/news-releases/e-bike-safety-remains-forefront-marin\">reduction\u003c/a> in youth e-bike crashes since enacting its pilot, which bans children under 16 from riding class II e-bikes. But the county said the e-bike accident rate for children aged 10-15 remains nearly four times higher than other age groups. \u003c/p>\n\n\n\n\u003cp>Noelia Corzo, president of the San Mateo County Board of Supervisors, said there were “valid concerns in terms of public health and street safety,” but she wouldn’t support enacting the pilot in the county’s unincorporated areas. \u003c/p>\n\n\n\n\u003cp>Corzo said she thought the right solutions were to invest more in safe street infrastructure to help prevent collisions with cars and other vehicles. She also expressed concern about how the law would be enforced. \u003c/p>\n\n\n\n\u003cp>“How is a police officer going to know if someone is younger than 12?” she said. “The only way is to stop children and ask them, and that’s not an action I feel comfortable with taking place en masse.”\u003c/p>\n\n\n\n\u003cp>The pilot would authorize police officers to issue a fine of $25 to any underage riders 60 days after the law comes into effect.\u003c/p>\n\n\n\n\u003cp>Newsom also signed AB 2346, from state Assemblymembers Lori Wilson, D-Suisun City, and Marc Berman, D-Palo Alto, which requires Class II e-bikes sold after Jan. 1, 2029, to be equipped with a speedometer. The bill also sets a 10 mph speed limit for sidewalk riding. \u003c/p>\n\n\n\n\u003cp>In a statement, Dr. René Bravo, president of the California Medical Association, thanked Berman and Wilson for “listening to the physicians and other experts who have raised these concerns and putting evidence-based safety measures into law to make e-bikes safer for young riders, pedestrians and everyone on the road.”\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-jose-leaders-consider-increasing-parking-rates",
"title": "San José Leaders Back Off Parking Rate Increase",
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"content": "\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> City Council balked at raising parking meter rates and extending parking enforcement hours over broad concerns about the potential harm to downtown businesses and workers. \u003c/p>\n\n\n\n\u003cp>After a nearly two-hour meeting, city leaders chose instead Tuesday to increase special event and hourly rates for city parking garages, but to leave city meters at their current rate of $2 per hour, with parking enforcement hours continuing to end at 6 p.m.\u003c/p>\n\n\n\n\u003cp>Councilmember George Casey said the proposed policy change didn’t seem to consider the impact on small businesses downtown, which often operate on thin margins, and whose customers and employees often rely on metered parking. \u003c/p>\n\n\n\n\u003cp>“These small business owners have come into our downtown where we don’t, frankly, have the critical mass we’d like to see. And when we take steps that would negatively impact their businesses, I take umbrage with it,” he said. \u003c/p>\n\n\n\n\u003cp>The decision follows months of discussion and outreach by city staff prompted by a backlash in June, when San José quietly tried to double parking meter rates as part of the annual budget, much to the chagrin of downtown business advocates, restaurant and bar owners and workers. \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/10/2026/06/260623-SJParking-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088568\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking meter in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In an effort to help shore up ongoing budget deficits, and to account for the rising cost of providing parking infrastructure, city transportation officials this month proposed a phased plan that would bump the city’s downtown parking meters rates to $3 per hour next year, and $4 per hour beginning in 2030. \u003c/p>\n\n\n\n\u003cp>Outside of downtown, rates would have increased from $2 per hour to $3 per hour in 2030, and the hours downtown meters are active would have extended until 9 p.m. beginning in 2028, according to city reports. \u003c/p>\n\n\n\n\u003cp>The city has pulled $1.2 million from parking funds to help support the city’s general fund, a move approved by the council to help close a $50 million shortfall in the current budget, and expects to continue redirecting a similar amount to the general fund in coming years. City officials also said some of the additional revenue would go back into making upgrades to parking structures and upgrading meters. \u003c/p>\n\n\n\n\u003cp>Brendan Rawson, the director of San Jose Jazz, referenced a 2026 City Pulse report from \u003ca href=\"https://www.gensler.com/doc/research-city-pulse-survey-2026.pdf\">Gensler\u003c/a>, saying that San José’s downtown ranked near the bottom in several categories including vibrancy. \u003c/p>\n\n\n\n\n\n\u003cp>“Parking is the gatekeeper issue that holds many residents back from even giving downtown a try. This proposal to raid the parking fund in order to pay for a recurring general fund deficit is penny-wise and pound-foolish,” Rawson told the council at the meeting. \u003c/p>\n\n\n\n\u003cp>After two different split votes, with Mayor Matt Mahan absent, the council couldn’t come to an agreement on any meter rate increases, including a compromise proposal from Councilmember Anthony Tordillos, who suggested limiting increases to just $3. \u003c/p>\n\n\n\n\u003cp>“I think part of what has made this process challenging is that we’re trying to balance a number of goals, some of which feel like they are competing with one another,” Tordillos said, noting the need for revenue to support the general fund, parking facilities maintenance and future improvements, and the need to protect businesses who are still in a long tail of post-pandemic recovery. \u003c/p>\n\n\n\n\u003cp>The council ultimately supported portions of a plan from Tordillos that directed staff to come back next year with a detailed parking analysis, and a pathway to lessen the transfer of parking funds to the general fund in the future. \u003c/p>\n\n\n\n\u003cp>The city hasn’t raised downtown parking meter rates since 2014, according to Colin Heyne, a spokesperson for San José’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>“We know people don’t want to pay more for parking. So this is something that we’ve just dealt with for many years, even as costs have gone up,” Heyne said. “But with this budget deficit, we felt it was finally time to pull the bandage off.” \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/10/2026/06/260623-SJParking-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking sign in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>City officials tried to approve a quicker doubling of parking meter rates in the downtown core in June, with an item tucked into the consent calendar section of a City Council meeting agenda, a portion of the agenda for items that are considered routine and typically not discussed in depth. \u003c/p>\n\n\n\n\u003cp>But residents, business owners and the San José Downtown Association raised concerns, and said they weren’t consulted about such a change. The council ultimately put the idea on hold, and asked transportation staff to come up with a different plan, resulting in the phased proposal. \u003c/p>\n\n\n\n\u003cp>Much of the frustration from business owners, advocates and downtown residents stemmed from what they described as a poor process with limited outreach and consideration of the impacts. \u003c/p>\n\n\n\n\u003cp>Alan “Gumby” Marques, a longtime downtown business owner and former downtown association interim president, told the council he couldn’t support what appeared to be a tax on businesses in the area. \u003c/p>\n\n\n\n\u003cp>“This process has been broken. If there was anything that ever demonstrated that San José was an opaque black box, this process has made that so,” he said. \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/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088567\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking compliance vehicle in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Parking enforcement officers have also seen increases in drivers parking their cars in 2-hour restricted spots well beyond those time limits, by continually feeding the meter, officials said. The city wanted to increase prices in part to encourage more turnover downtown for curbside spots near businesses, which are considered “premier customer parking,” Heyne said, and push people who need to park for longer times to city garages, which would cost less per hour. \u003c/p>\n\n\n\n\u003cp>Tamiko Rast, vice chair of the city’s Downtown Parking Board, and CEO of the Japantown Business Association, vocally opposed extending the hours and supported higher hikes on city garage event rates. \u003c/p>\n\n\n\n\u003cp>However, Rast said many people do not park in city garages currently because they feel that they aren’t clean or as safe as curbside parking. \u003c/p>\n\n\n\n\u003cp>“If people feel safe coming to our garages and they have a clean walkway up the stairwells, I don’t think the price is going to matter as much as you would think. But right now, it’s a combination of a higher price and low quality that I think people will notice,” she said, noting some garages, like The Globe garage on South Third Street, smell like urine or other unpleasant odors. \u003c/p>\n\n\n\n\u003cp>Perhaps the most controversial aspect of the proposal the council shot down was to widen the hours that parking meters are active and require payment. Meters in the city are currently active Monday through Saturday, from 9 a.m. to 6 p.m., but the city’s plan would have extended the downtown enforcement time until 9 p.m.\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/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088566\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Parking meters in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Brian Kurtz, CEO of the San José Downtown Association, said the area has not rebounded nearly enough since the pandemic to justify the changes.\u003c/p>\n\n\n\n\u003cp>“The idea of increasing parking rates and adding additional barriers of entry for the same visitors that we’re attempting to attract in downtown, I think it’s detrimental to downtown’s progress at the end of the day,” Kurtz said. \u003c/p>\n\n\n\n\u003cp>Heyne said the city planned to use some of the revenue from the increased rates to help pay for a series of ongoing maintenance needs and targeted improvements, including parking garage painting, floor resurfacing and lighting, expanding of security patrols and the installation of an additional elevator at the Second and San Carlos garage.\u003c/p>\n\n\n\n\u003cp>One portion of the city proposal that found broad support from the downtown association and the council is a plan to expand a program for some lower-wage downtown employees to receive discounted monthly parking at city garages, in an attempt to help protect workers from the pinch of higher parking costs. \u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://parksj.org/info-for-businesses/\">program\u003c/a> currently offers a half-price discount on city parking garage monthly permit rates to employees working in meter districts who earn no more than 30% over the minimum wage of $18.45 per hour. Under the proposal, the city program would expand to include people who earn up to 50% more than minimum wage, and would exclude tips from the threshold. \u003c/p>\n\n\n\n\u003cp>“We’re hoping that one outcome of this whole process is that more people are aware of this program and more people take advantage of it,” Heyne said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>After a nearly two-hour meeting, city leaders chose instead Tuesday to increase special event and hourly rates for city parking garages, but to leave city meters at their current rate of $2 per hour, with parking enforcement hours continuing to end at 6 p.m.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Councilmember George Casey said the proposed policy change didn’t seem to consider the impact on small businesses downtown, which often operate on thin margins, and whose customers and employees often rely on metered parking. \u003c/p>\n",
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"\n\u003cp>Councilmember George Casey said the proposed policy change didn’t seem to consider the impact on small businesses downtown, which often operate on thin margins, and whose customers and employees often rely on metered parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“These small business owners have come into our downtown where we don’t, frankly, have the critical mass we’d like to see. And when we take steps that would negatively impact their businesses, I take umbrage with it,” he said. \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/10/2026/06/260623-SJParking-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088568\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-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 parking meter in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>In an effort to help shore up ongoing budget deficits, and to account for the rising cost of providing parking infrastructure, city transportation officials this month proposed a phased plan that would bump the city’s downtown parking meters rates to $3 per hour next year, and $4 per hour beginning in 2030. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Outside of downtown, rates would have increased from $2 per hour to $3 per hour in 2030, and the hours downtown meters are active would have extended until 9 p.m. beginning in 2028, according to city reports. \u003c/p>\n",
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"\n\u003cp>Outside of downtown, rates would have increased from $2 per hour to $3 per hour in 2030, and the hours downtown meters are active would have extended until 9 p.m. beginning in 2028, according to city reports. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The city has pulled $1.2 million from parking funds to help support the city’s general fund, a move approved by the council to help close a $50 million shortfall in the current budget, and expects to continue redirecting a similar amount to the general fund in coming years. City officials also said some of the additional revenue would go back into making upgrades to parking structures and upgrading meters. \u003c/p>\n",
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"\n\u003cp>The city has pulled $1.2 million from parking funds to help support the city’s general fund, a move approved by the council to help close a $50 million shortfall in the current budget, and expects to continue redirecting a similar amount to the general fund in coming years. City officials also said some of the additional revenue would go back into making upgrades to parking structures and upgrading meters. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Brendan Rawson, the director of San Jose Jazz, referenced a 2026 City Pulse report from \u003ca href=\"https://www.gensler.com/doc/research-city-pulse-survey-2026.pdf\">Gensler\u003c/a>, saying that San José’s downtown ranked near the bottom in several categories including vibrancy. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Parking is the gatekeeper issue that holds many residents back from even giving downtown a try. This proposal to raid the parking fund in order to pay for a recurring general fund deficit is penny-wise and pound-foolish,” Rawson told the council at the meeting. \u003c/p>\n",
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"innerHTML": "\n\u003cp>After two different split votes, with Mayor Matt Mahan absent, the council couldn’t come to an agreement on any meter rate increases, including a compromise proposal from Councilmember Anthony Tordillos, who suggested limiting increases to just $3. \u003c/p>\n",
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"\n\u003cp>After two different split votes, with Mayor Matt Mahan absent, the council couldn’t come to an agreement on any meter rate increases, including a compromise proposal from Councilmember Anthony Tordillos, who suggested limiting increases to just $3. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“I think part of what has made this process challenging is that we’re trying to balance a number of goals, some of which feel like they are competing with one another,” Tordillos said, noting the need for revenue to support the general fund, parking facilities maintenance and future improvements, and the need to protect businesses who are still in a long tail of post-pandemic recovery. \u003c/p>\n",
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"\n\u003cp>“I think part of what has made this process challenging is that we’re trying to balance a number of goals, some of which feel like they are competing with one another,” Tordillos said, noting the need for revenue to support the general fund, parking facilities maintenance and future improvements, and the need to protect businesses who are still in a long tail of post-pandemic recovery. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The council ultimately supported portions of a plan from Tordillos that directed staff to come back next year with a detailed parking analysis, and a pathway to lessen the transfer of parking funds to the general fund in the future. \u003c/p>\n",
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"\n\u003cp>The council ultimately supported portions of a plan from Tordillos that directed staff to come back next year with a detailed parking analysis, and a pathway to lessen the transfer of parking funds to the general fund in the future. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The city hasn’t raised downtown parking meter rates since 2014, according to Colin Heyne, a spokesperson for San José’s Department of Transportation. \u003c/p>\n",
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"\n\u003cp>The city hasn’t raised downtown parking meter rates since 2014, according to Colin Heyne, a spokesperson for San José’s Department of Transportation. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We know people don’t want to pay more for parking. So this is something that we’ve just dealt with for many years, even as costs have gone up,” Heyne said. “But with this budget deficit, we felt it was finally time to pull the bandage off.” \u003c/p>\n",
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"\n\u003cp>“We know people don’t want to pay more for parking. So this is something that we’ve just dealt with for many years, even as costs have gone up,” Heyne said. “But with this budget deficit, we felt it was finally time to pull the bandage off.” \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/10/2026/06/260623-SJParking-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-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 parking sign in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088569\"/>\u003cfigcaption class=\"wp-element-caption\">A parking sign in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>City officials tried to approve a quicker doubling of parking meter rates in the downtown core in June, with an item tucked into the consent calendar section of a City Council meeting agenda, a portion of the agenda for items that are considered routine and typically not discussed in depth. \u003c/p>\n",
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"\n\u003cp>City officials tried to approve a quicker doubling of parking meter rates in the downtown core in June, with an item tucked into the consent calendar section of a City Council meeting agenda, a portion of the agenda for items that are considered routine and typically not discussed in depth. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But residents, business owners and the San José Downtown Association raised concerns, and said they weren’t consulted about such a change. The council ultimately put the idea on hold, and asked transportation staff to come up with a different plan, resulting in the phased proposal. \u003c/p>\n",
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"\n\u003cp>But residents, business owners and the San José Downtown Association raised concerns, and said they weren’t consulted about such a change. The council ultimately put the idea on hold, and asked transportation staff to come up with a different plan, resulting in the phased proposal. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Much of the frustration from business owners, advocates and downtown residents stemmed from what they described as a poor process with limited outreach and consideration of the impacts. \u003c/p>\n",
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"\n\u003cp>Much of the frustration from business owners, advocates and downtown residents stemmed from what they described as a poor process with limited outreach and consideration of the impacts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Alan “Gumby” Marques, a longtime downtown business owner and former downtown association interim president, told the council he couldn’t support what appeared to be a tax on businesses in the area. \u003c/p>\n",
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"\n\u003cp>Alan “Gumby” Marques, a longtime downtown business owner and former downtown association interim president, told the council he couldn’t support what appeared to be a tax on businesses in the area. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“This process has been broken. If there was anything that ever demonstrated that San José was an opaque black box, this process has made that so,” he said. \u003c/p>\n",
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"\n\u003cp>“This process has been broken. If there was anything that ever demonstrated that San José was an opaque black box, this process has made that so,” he said. \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/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088567\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-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 parking compliance vehicle in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088567\"/>\u003cfigcaption class=\"wp-element-caption\">A parking compliance vehicle in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Parking enforcement officers have also seen increases in drivers parking their cars in 2-hour restricted spots well beyond those time limits, by continually feeding the meter, officials said. The city wanted to increase prices in part to encourage more turnover downtown for curbside spots near businesses, which are considered “premier customer parking,” Heyne said, and push people who need to park for longer times to city garages, which would cost less per hour. \u003c/p>\n",
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"\n\u003cp>Parking enforcement officers have also seen increases in drivers parking their cars in 2-hour restricted spots well beyond those time limits, by continually feeding the meter, officials said. The city wanted to increase prices in part to encourage more turnover downtown for curbside spots near businesses, which are considered “premier customer parking,” Heyne said, and push people who need to park for longer times to city garages, which would cost less per hour. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Tamiko Rast, vice chair of the city’s Downtown Parking Board, and CEO of the Japantown Business Association, vocally opposed extending the hours and supported higher hikes on city garage event rates. \u003c/p>\n",
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"\n\u003cp>Tamiko Rast, vice chair of the city’s Downtown Parking Board, and CEO of the Japantown Business Association, vocally opposed extending the hours and supported higher hikes on city garage event rates. \u003c/p>\n"
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"innerHTML": "\n\u003cp>However, Rast said many people do not park in city garages currently because they feel that they aren’t clean or as safe as curbside parking. \u003c/p>\n",
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"\n\u003cp>However, Rast said many people do not park in city garages currently because they feel that they aren’t clean or as safe as curbside parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“If people feel safe coming to our garages and they have a clean walkway up the stairwells, I don’t think the price is going to matter as much as you would think. But right now, it’s a combination of a higher price and low quality that I think people will notice,” she said, noting some garages, like The Globe garage on South Third Street, smell like urine or other unpleasant odors. \u003c/p>\n",
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"\n\u003cp>“If people feel safe coming to our garages and they have a clean walkway up the stairwells, I don’t think the price is going to matter as much as you would think. But right now, it’s a combination of a higher price and low quality that I think people will notice,” she said, noting some garages, like The Globe garage on South Third Street, smell like urine or other unpleasant odors. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Perhaps the most controversial aspect of the proposal the council shot down was to widen the hours that parking meters are active and require payment. Meters in the city are currently active Monday through Saturday, from 9 a.m. to 6 p.m., but the city’s plan would have extended the downtown enforcement time until 9 p.m.\u003c/p>\n",
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"\n\u003cp>Perhaps the most controversial aspect of the proposal the council shot down was to widen the hours that parking meters are active and require payment. Meters in the city are currently active Monday through Saturday, from 9 a.m. to 6 p.m., but the city’s plan would have extended the downtown enforcement time until 9 p.m.\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/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088566\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Parking meters in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088566\"/>\u003cfigcaption class=\"wp-element-caption\">Parking meters in San José on June 23, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Brian Kurtz, CEO of the San José Downtown Association, said the area has not rebounded nearly enough since the pandemic to justify the changes.\u003c/p>\n",
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"\n\u003cp>Brian Kurtz, CEO of the San José Downtown Association, said the area has not rebounded nearly enough since the pandemic to justify the changes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“The idea of increasing parking rates and adding additional barriers of entry for the same visitors that we’re attempting to attract in downtown, I think it’s detrimental to downtown’s progress at the end of the day,” Kurtz said. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“The idea of increasing parking rates and adding additional barriers of entry for the same visitors that we’re attempting to attract in downtown, I think it’s detrimental to downtown’s progress at the end of the day,” Kurtz said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Heyne said the city planned to use some of the revenue from the increased rates to help pay for a series of ongoing maintenance needs and targeted improvements, including parking garage painting, floor resurfacing and lighting, expanding of security patrols and the installation of an additional elevator at the Second and San Carlos garage.\u003c/p>\n",
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"\n\u003cp>Heyne said the city planned to use some of the revenue from the increased rates to help pay for a series of ongoing maintenance needs and targeted improvements, including parking garage painting, floor resurfacing and lighting, expanding of security patrols and the installation of an additional elevator at the Second and San Carlos garage.\u003c/p>\n"
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"innerHTML": "\n\u003cp>One portion of the city proposal that found broad support from the downtown association and the council is a plan to expand a program for some lower-wage downtown employees to receive discounted monthly parking at city garages, in an attempt to help protect workers from the pinch of higher parking costs. \u003c/p>\n",
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"\n\u003cp>One portion of the city proposal that found broad support from the downtown association and the council is a plan to expand a program for some lower-wage downtown employees to receive discounted monthly parking at city garages, in an attempt to help protect workers from the pinch of higher parking costs. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The \u003ca href=\"https://parksj.org/info-for-businesses/\">program\u003c/a> currently offers a half-price discount on city parking garage monthly permit rates to employees working in meter districts who earn no more than 30% over the minimum wage of $18.45 per hour. Under the proposal, the city program would expand to include people who earn up to 50% more than minimum wage, and would exclude tips from the threshold. \u003c/p>\n",
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"\n\u003cp>The \u003ca href=\"https://parksj.org/info-for-businesses/\">program\u003c/a> currently offers a half-price discount on city parking garage monthly permit rates to employees working in meter districts who earn no more than 30% over the minimum wage of $18.45 per hour. Under the proposal, the city program would expand to include people who earn up to 50% more than minimum wage, and would exclude tips from the threshold. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We’re hoping that one outcome of this whole process is that more people are aware of this program and more people take advantage of it,” Heyne said.\u003c/p>\n",
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"\n\u003cp>“We’re hoping that one outcome of this whole process is that more people are aware of this program and more people take advantage of it,” Heyne said.\u003c/p>\n"
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"excerpt": "The San José City Council opposed increasing parking meter rates over concerns about impacts on downtown businesses. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> City Council balked at raising parking meter rates and extending parking enforcement hours over broad concerns about the potential harm to downtown businesses and workers. \u003c/p>\n\n\n\n\u003cp>After a nearly two-hour meeting, city leaders chose instead Tuesday to increase special event and hourly rates for city parking garages, but to leave city meters at their current rate of $2 per hour, with parking enforcement hours continuing to end at 6 p.m.\u003c/p>\n\n\n\n\u003cp>Councilmember George Casey said the proposed policy change didn’t seem to consider the impact on small businesses downtown, which often operate on thin margins, and whose customers and employees often rely on metered parking. \u003c/p>\n\n\n\n\u003cp>“These small business owners have come into our downtown where we don’t, frankly, have the critical mass we’d like to see. And when we take steps that would negatively impact their businesses, I take umbrage with it,” he said. \u003c/p>\n\n\n\n\u003cp>The decision follows months of discussion and outreach by city staff prompted by a backlash in June, when San José quietly tried to double parking meter rates as part of the annual budget, much to the chagrin of downtown business advocates, restaurant and bar owners and workers. \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/10/2026/06/260623-SJParking-07-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088568\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-07-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking meter in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In an effort to help shore up ongoing budget deficits, and to account for the rising cost of providing parking infrastructure, city transportation officials this month proposed a phased plan that would bump the city’s downtown parking meters rates to $3 per hour next year, and $4 per hour beginning in 2030. \u003c/p>\n\n\n\n\u003cp>Outside of downtown, rates would have increased from $2 per hour to $3 per hour in 2030, and the hours downtown meters are active would have extended until 9 p.m. beginning in 2028, according to city reports. \u003c/p>\n\n\n\n\u003cp>The city has pulled $1.2 million from parking funds to help support the city’s general fund, a move approved by the council to help close a $50 million shortfall in the current budget, and expects to continue redirecting a similar amount to the general fund in coming years. City officials also said some of the additional revenue would go back into making upgrades to parking structures and upgrading meters. \u003c/p>\n\n\n\n\u003cp>Brendan Rawson, the director of San Jose Jazz, referenced a 2026 City Pulse report from \u003ca href=\"https://www.gensler.com/doc/research-city-pulse-survey-2026.pdf\">Gensler\u003c/a>, saying that San José’s downtown ranked near the bottom in several categories including vibrancy. \u003c/p>\n\n\n\n\n\n\u003cp>“Parking is the gatekeeper issue that holds many residents back from even giving downtown a try. This proposal to raid the parking fund in order to pay for a recurring general fund deficit is penny-wise and pound-foolish,” Rawson told the council at the meeting. \u003c/p>\n\n\n\n\u003cp>After two different split votes, with Mayor Matt Mahan absent, the council couldn’t come to an agreement on any meter rate increases, including a compromise proposal from Councilmember Anthony Tordillos, who suggested limiting increases to just $3. \u003c/p>\n\n\n\n\u003cp>“I think part of what has made this process challenging is that we’re trying to balance a number of goals, some of which feel like they are competing with one another,” Tordillos said, noting the need for revenue to support the general fund, parking facilities maintenance and future improvements, and the need to protect businesses who are still in a long tail of post-pandemic recovery. \u003c/p>\n\n\n\n\u003cp>The council ultimately supported portions of a plan from Tordillos that directed staff to come back next year with a detailed parking analysis, and a pathway to lessen the transfer of parking funds to the general fund in the future. \u003c/p>\n\n\n\n\u003cp>The city hasn’t raised downtown parking meter rates since 2014, according to Colin Heyne, a spokesperson for San José’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>“We know people don’t want to pay more for parking. So this is something that we’ve just dealt with for many years, even as costs have gone up,” Heyne said. “But with this budget deficit, we felt it was finally time to pull the bandage off.” \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/10/2026/06/260623-SJParking-11-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-11-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking sign in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>City officials tried to approve a quicker doubling of parking meter rates in the downtown core in June, with an item tucked into the consent calendar section of a City Council meeting agenda, a portion of the agenda for items that are considered routine and typically not discussed in depth. \u003c/p>\n\n\n\n\u003cp>But residents, business owners and the San José Downtown Association raised concerns, and said they weren’t consulted about such a change. The council ultimately put the idea on hold, and asked transportation staff to come up with a different plan, resulting in the phased proposal. \u003c/p>\n\n\n\n\u003cp>Much of the frustration from business owners, advocates and downtown residents stemmed from what they described as a poor process with limited outreach and consideration of the impacts. \u003c/p>\n\n\n\n\u003cp>Alan “Gumby” Marques, a longtime downtown business owner and former downtown association interim president, told the council he couldn’t support what appeared to be a tax on businesses in the area. \u003c/p>\n\n\n\n\u003cp>“This process has been broken. If there was anything that ever demonstrated that San José was an opaque black box, this process has made that so,” he said. \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/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088567\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A parking compliance vehicle in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Parking enforcement officers have also seen increases in drivers parking their cars in 2-hour restricted spots well beyond those time limits, by continually feeding the meter, officials said. The city wanted to increase prices in part to encourage more turnover downtown for curbside spots near businesses, which are considered “premier customer parking,” Heyne said, and push people who need to park for longer times to city garages, which would cost less per hour. \u003c/p>\n\n\n\n\u003cp>Tamiko Rast, vice chair of the city’s Downtown Parking Board, and CEO of the Japantown Business Association, vocally opposed extending the hours and supported higher hikes on city garage event rates. \u003c/p>\n\n\n\n\u003cp>However, Rast said many people do not park in city garages currently because they feel that they aren’t clean or as safe as curbside parking. \u003c/p>\n\n\n\n\u003cp>“If people feel safe coming to our garages and they have a clean walkway up the stairwells, I don’t think the price is going to matter as much as you would think. But right now, it’s a combination of a higher price and low quality that I think people will notice,” she said, noting some garages, like The Globe garage on South Third Street, smell like urine or other unpleasant odors. \u003c/p>\n\n\n\n\u003cp>Perhaps the most controversial aspect of the proposal the council shot down was to widen the hours that parking meters are active and require payment. Meters in the city are currently active Monday through Saturday, from 9 a.m. to 6 p.m., but the city’s plan would have extended the downtown enforcement time until 9 p.m.\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/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" class=\"wp-image-12088566\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Parking meters in San José on June 23, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Brian Kurtz, CEO of the San José Downtown Association, said the area has not rebounded nearly enough since the pandemic to justify the changes.\u003c/p>\n\n\n\n\u003cp>“The idea of increasing parking rates and adding additional barriers of entry for the same visitors that we’re attempting to attract in downtown, I think it’s detrimental to downtown’s progress at the end of the day,” Kurtz said. \u003c/p>\n\n\n\n\u003cp>Heyne said the city planned to use some of the revenue from the increased rates to help pay for a series of ongoing maintenance needs and targeted improvements, including parking garage painting, floor resurfacing and lighting, expanding of security patrols and the installation of an additional elevator at the Second and San Carlos garage.\u003c/p>\n\n\n\n\u003cp>One portion of the city proposal that found broad support from the downtown association and the council is a plan to expand a program for some lower-wage downtown employees to receive discounted monthly parking at city garages, in an attempt to help protect workers from the pinch of higher parking costs. \u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://parksj.org/info-for-businesses/\">program\u003c/a> currently offers a half-price discount on city parking garage monthly permit rates to employees working in meter districts who earn no more than 30% over the minimum wage of $18.45 per hour. Under the proposal, the city program would expand to include people who earn up to 50% more than minimum wage, and would exclude tips from the threshold. \u003c/p>\n\n\n\n\u003cp>“We’re hoping that one outcome of this whole process is that more people are aware of this program and more people take advantage of it,” Heyne said.\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Newsom Signs 4 New California DUI Laws. Advocates Want More Next Session",
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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>\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>\u003c/p>\u003c/div>",
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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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"\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\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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"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>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",
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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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"\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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"\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\"/>\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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"\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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"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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"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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"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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"\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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"\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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"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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"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 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>“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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"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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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/4s8b",
"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"rss": "https://feeds.megaphone.fm/KQINC2275451163"
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED The Political Mind of Jerry Brown",
"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
"site": "news",
"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
"meta": {
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
"subscribe": {
"apple": "https://podcasts.apple.com/us/podcast/id73801135",
"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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