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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> has postponed its plan to double parking meter rates and extend paid hours in the heart of downtown, after small business owners and service workers said the city never consulted them.\u003c/p>\n\u003cp>The council voted unanimously on Tuesday to defer the proposal until August, giving the city time to do community outreach that several officials acknowledged should have happened months ago.\u003c/p>\n\u003cp>The plan would raise the hourly meter rate from $2 to $4 for roughly 900 parking spaces located within two blocks of a city parking garage, and extend paid parking hours in the urban core from 6 p.m. to 9 p.m. at about 1,600 parking spaces. According to a city memo, the changes were expected to generate roughly $1.2 million in annual revenue, plus an estimated $70,000 in additional citation revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The increase had already been built into the 2026-2027 budget adopted earlier this year, which is part of why it arrived for what was supposed to be routine approval on the consent calendar, rather than as a standalone item with dedicated public input.\u003c/p>\n\u003cp>“I had a number of small businesses, ground-floor retail businesses, reach out and express their concern over the lack of public engagement on this item,” said Councilmember George Casey, who made the motion to defer. “Somewhere along the line, the ball got dropped.”\u003c/p>\n\u003cp>The plan to capitalize on increased nightlife downtown, most recently due to a surge of traffic from the \u003ca href=\"https://www.kqed.org/news/12088198/what-it-was-like-inside-levis-for-the-algeria-vs-jordan-world-cup-match\">FIFA World Cup\u003c/a>, ran afoul of downtown restaurant and bar owners, workers and residents, who said during the meeting the increase would hit the service industry hardest and at exactly the wrong hours.\u003c/p>\n\u003cfigure id=\"attachment_12088567\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">A parking compliance vehicle in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George Lahlouh, an owner of M.O. Hospitality, which operates five bars and restaurants downtown and employs 200 people, told the council the timing of the extended hours was the main issue.\u003c/p>\n\u003cp>“Extending paid meter hours until 9 p.m. and raising key downtown meters to $4 an hour affects the exact hours when restaurants, bars, cafes, venues and events are working to bring people back to downtown,” Lahlouh said. He noted that 90 minutes of free garage parking “does not always cover dinner, drinks, shows, or a full downtown experience. For employees, it does not cover a normal shift by far.”\u003c/p>\n\u003cp>In response to questions from KQED, the city’s Department of Transportation defended the increase as long overdue. Spokesperson Colin Heyne said meter rates had not been raised since 2014, and that the operating hours for most meters had gone unchanged for more than two decades.\u003c/p>\n\u003cp>He said San José’s $2 rate sits below peer cities — Oakland charges up to $4 an hour, Sacramento up to $6, and San Francisco up to $13 — and that even after the increase, San José would remain tied for the lowest meter rates in the region while continuing to offer free parking on Sundays.[aside postID=news_12088143 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-09-KQED.jpg']Low rates and free on-street parking after 6 p.m. appear to allow some cars to park for long stretches, limiting availability for other customers, Heyne said. San José operates \u003ca href=\"https://parksj.org/\">seven\u003c/a> public garages with more than 6,000 spaces, including roughly 3,600 downtown spaces that offer 90 minutes of free parking, with monthly passes starting at $100. The city also offers a discounted \u003ca href=\"https://parksj.org/info-for-businesses/\">permit\u003c/a> for downtown employees earning less than 30% above minimum wage, though there is no special meter rate for workers, students or commuters.\u003c/p>\n\u003cp>Jason Greer, a longtime restaurant manager who said he spoke on behalf of his back-of-house staff, said the rate hike would eat into already-thin wages.\u003c/p>\n\u003cp>“Most of the employees are not making over $20 an hour,” Greer said. “Taking $4 is taking a huge portion of their pay, and it’s inappropriate.”\u003c/p>\n\u003cp>David Faria, a small business owner and chair of the SoFA District Committee, a group advocating for downtown businesses, argued the plan assumed the city could pull $1.2 million out of the local economy without changing how people behave — that customers and workers would simply absorb the higher cost rather than spend less or stay away.\u003c/p>\n\u003cp>“That money has to come from somewhere, and it ultimately comes from the pockets of working people and customers who are already stretched,” Faria said. “If we want a stronger downtown, we should be reducing friction, not adding to it.”\u003c/p>\n\u003cp>Heather Hoshii, deputy director of the Department of Transportation, told the council most outreach had been done internally, through the budget study sessions, and that an email to the Downtown Association in early May offering a meeting had been missed. The department’s full communications push — reaching businesses, updating websites — wasn’t scheduled until July, the month before the change would take effect.\u003c/p>\n\u003cp>Vice Mayor Pam Foley called that sequence backward.\u003c/p>\n\u003cfigure id=\"attachment_12088566\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088566\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">Parking meters in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s clear the community at large did not know about this increase,” Foley said. “Whether the downtown business association knew or not or attended the meetings, that’s really irrelevant. What is relevant is that the small business owners here didn’t know about it. And really, I think we need to take ownership of that outreach.”\u003c/p>\n\u003cp>Because the revenue was already counted in the budget, the deferral carries a cost. Budget Director Jim Shannon said the delay would reduce revenue by roughly $150,000 to $200,000. But he said he did not expect any impact on city services.\u003c/p>\n\u003cp>Councilmember Anthony Tordillos, who represents downtown, floated the idea of spreading a smaller increase across the whole city rather than doubling the cost for the downtown spaces. Foley raised concerns that a citywide change would require far broader outreach than could be done by August. The council also asked staff to study possible parking discounts or set-asides for downtown employees.\u003c/p>\n\u003cp>Nate LeBlanc, economic development director at the San José Downtown Association, had asked for the deferral on similar grounds and noted the proposal skipped a key step by never going before the city’s downtown parking board. He said it’s “probably inevitable that some new revenue needs to be raised,” but argued the city could find a way “without negatively impacting our service industry and our visitors.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The increase had already been built into the 2026-2027 budget adopted earlier this year, which is part of why it arrived for what was supposed to be routine approval on the consent calendar, rather than as a standalone item with dedicated public input.\u003c/p>\n\u003cp>“I had a number of small businesses, ground-floor retail businesses, reach out and express their concern over the lack of public engagement on this item,” said Councilmember George Casey, who made the motion to defer. “Somewhere along the line, the ball got dropped.”\u003c/p>\n\u003cp>The plan to capitalize on increased nightlife downtown, most recently due to a surge of traffic from the \u003ca href=\"https://www.kqed.org/news/12088198/what-it-was-like-inside-levis-for-the-algeria-vs-jordan-world-cup-match\">FIFA World Cup\u003c/a>, ran afoul of downtown restaurant and bar owners, workers and residents, who said during the meeting the increase would hit the service industry hardest and at exactly the wrong hours.\u003c/p>\n\u003cfigure id=\"attachment_12088567\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">A parking compliance vehicle in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George Lahlouh, an owner of M.O. Hospitality, which operates five bars and restaurants downtown and employs 200 people, told the council the timing of the extended hours was the main issue.\u003c/p>\n\u003cp>“Extending paid meter hours until 9 p.m. and raising key downtown meters to $4 an hour affects the exact hours when restaurants, bars, cafes, venues and events are working to bring people back to downtown,” Lahlouh said. He noted that 90 minutes of free garage parking “does not always cover dinner, drinks, shows, or a full downtown experience. For employees, it does not cover a normal shift by far.”\u003c/p>\n\u003cp>In response to questions from KQED, the city’s Department of Transportation defended the increase as long overdue. Spokesperson Colin Heyne said meter rates had not been raised since 2014, and that the operating hours for most meters had gone unchanged for more than two decades.\u003c/p>\n\u003cp>He said San José’s $2 rate sits below peer cities — Oakland charges up to $4 an hour, Sacramento up to $6, and San Francisco up to $13 — and that even after the increase, San José would remain tied for the lowest meter rates in the region while continuing to offer free parking on Sundays.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Low rates and free on-street parking after 6 p.m. appear to allow some cars to park for long stretches, limiting availability for other customers, Heyne said. San José operates \u003ca href=\"https://parksj.org/\">seven\u003c/a> public garages with more than 6,000 spaces, including roughly 3,600 downtown spaces that offer 90 minutes of free parking, with monthly passes starting at $100. The city also offers a discounted \u003ca href=\"https://parksj.org/info-for-businesses/\">permit\u003c/a> for downtown employees earning less than 30% above minimum wage, though there is no special meter rate for workers, students or commuters.\u003c/p>\n\u003cp>Jason Greer, a longtime restaurant manager who said he spoke on behalf of his back-of-house staff, said the rate hike would eat into already-thin wages.\u003c/p>\n\u003cp>“Most of the employees are not making over $20 an hour,” Greer said. “Taking $4 is taking a huge portion of their pay, and it’s inappropriate.”\u003c/p>\n\u003cp>David Faria, a small business owner and chair of the SoFA District Committee, a group advocating for downtown businesses, argued the plan assumed the city could pull $1.2 million out of the local economy without changing how people behave — that customers and workers would simply absorb the higher cost rather than spend less or stay away.\u003c/p>\n\u003cp>“That money has to come from somewhere, and it ultimately comes from the pockets of working people and customers who are already stretched,” Faria said. “If we want a stronger downtown, we should be reducing friction, not adding to it.”\u003c/p>\n\u003cp>Heather Hoshii, deputy director of the Department of Transportation, told the council most outreach had been done internally, through the budget study sessions, and that an email to the Downtown Association in early May offering a meeting had been missed. The department’s full communications push — reaching businesses, updating websites — wasn’t scheduled until July, the month before the change would take effect.\u003c/p>\n\u003cp>Vice Mayor Pam Foley called that sequence backward.\u003c/p>\n\u003cfigure id=\"attachment_12088566\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088566\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">Parking meters in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s clear the community at large did not know about this increase,” Foley said. “Whether the downtown business association knew or not or attended the meetings, that’s really irrelevant. What is relevant is that the small business owners here didn’t know about it. And really, I think we need to take ownership of that outreach.”\u003c/p>\n\u003cp>Because the revenue was already counted in the budget, the deferral carries a cost. Budget Director Jim Shannon said the delay would reduce revenue by roughly $150,000 to $200,000. But he said he did not expect any impact on city services.\u003c/p>\n\u003cp>Councilmember Anthony Tordillos, who represents downtown, floated the idea of spreading a smaller increase across the whole city rather than doubling the cost for the downtown spaces. Foley raised concerns that a citywide change would require far broader outreach than could be done by August. The council also asked staff to study possible parking discounts or set-asides for downtown employees.\u003c/p>\n\u003cp>Nate LeBlanc, economic development director at the San José Downtown Association, had asked for the deferral on similar grounds and noted the proposal skipped a key step by never going before the city’s downtown parking board. He said it’s “probably inevitable that some new revenue needs to be raised,” but argued the city could find a way “without negatively impacting our service industry and our visitors.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "VTA Mismanaging BART Extension, Civil Grand Jury Report Says",
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"content": "\u003cp>The Santa Clara Valley Transportation Authority’s Board of Directors has failed to properly manage, oversee and financially control the project that is further expanding BART into \u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>.\u003c/p>\n\u003cp>That’s according to a newly released report from the Santa Clara County Civil Grand Jury this week, which found that the project “exposes VTA to financial risks” and that its own board of directors knows that oversight needs to be improved.\u003c/p>\n\u003cp>The agency is building a 6-mile extension that will add four stations, connecting the Berryessa/North San José BART station through downtown San José and to the city of Santa Clara. But the project has come with delays and rising costs — a price tag of $4.7 billion in 2014 has ballooned to $12.75 billion, according to the report. VTA is targeting the project to be done in 2037, though an oversight consultant estimates completion in 2039.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There is no realistic plan to deal with foreseeable financial risks,” the report said, “including significant uncertainty about BSVII’s construction and operating costs, reliance on expiring voter-approved sales tax measures, uncertain federal government support, cash flow, and declining ridership.”\u003c/p>\n\u003cp>All of the project’s funding sources, the report adds, are subject to risks. The project was banking on $6.3 billion from the Federal Transit Administration, but it only got $5.1 billion.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066417\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also relies on the regional sales tax measure that would help fund AC Transit, BART and other Bay Area operators, even though it won’t be decided by voters until the November election.\u003c/p>\n\u003cp>VTA said that it takes the recommendations, including adopting a strategy that reduces “dependency on new sales tax measures” and preparing an alternative funding strategy, “seriously and remain[s] committed to continuous improvement, transparency and accountability.”\u003c/p>\n\u003cp>“Many of the issues identified in the report have been raised previously in various forums,” VTA said in a statement. “Most have been resolved, while others are actively being addressed.”[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']VTA said that it included establishing the board’s Oversight Committee, which looks to provide guidance and oversee things like the costs of the project.\u003c/p>\n\u003cp>Another civil grand jury report in the past found problems with oversight, during which “its lack of transparency around changes to project scope and cost were identified as significant deficiencies,” the report added.\u003c/p>\n\u003cp>Because of a few deliberations or actions providing guidance and VTA staff receiving private input from individual board members, the report found that “the full Board does not benefit from Oversight Committee analysis.”\u003c/p>\n\u003cp>San José Mayor Matt Mahan serves as vice chair of the board and chairs the Oversight Commission. He said that VTA “must earn the public’s trust today.”\u003c/p>\n\u003cp>“The greatest risk to this project is time delay. I’ve encouraged the Committee and VTA staff and contractors to accelerate actual building rather than endless second-guessing that does more for the consultant class than our constituents,” Mahan said.\u003c/p>\n\u003cp>The civil grand jury said that the longer it takes for the project to be completed, the more likely costs associated with the construction and reliance on local sales taxes will grow.\u003c/p>\n\u003cp>The VTA Board of Directors has 90 days from June 17 to respond to the findings.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Santa Clara Valley Transportation Authority’s Board of Directors has failed to properly manage, oversee and financially control the project that is further expanding BART into \u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>.\u003c/p>\n\u003cp>That’s according to a newly released report from the Santa Clara County Civil Grand Jury this week, which found that the project “exposes VTA to financial risks” and that its own board of directors knows that oversight needs to be improved.\u003c/p>\n\u003cp>The agency is building a 6-mile extension that will add four stations, connecting the Berryessa/North San José BART station through downtown San José and to the city of Santa Clara. But the project has come with delays and rising costs — a price tag of $4.7 billion in 2014 has ballooned to $12.75 billion, according to the report. VTA is targeting the project to be done in 2037, though an oversight consultant estimates completion in 2039.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There is no realistic plan to deal with foreseeable financial risks,” the report said, “including significant uncertainty about BSVII’s construction and operating costs, reliance on expiring voter-approved sales tax measures, uncertain federal government support, cash flow, and declining ridership.”\u003c/p>\n\u003cp>All of the project’s funding sources, the report adds, are subject to risks. The project was banking on $6.3 billion from the Federal Transit Administration, but it only got $5.1 billion.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066417\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also relies on the regional sales tax measure that would help fund AC Transit, BART and other Bay Area operators, even though it won’t be decided by voters until the November election.\u003c/p>\n\u003cp>VTA said that it takes the recommendations, including adopting a strategy that reduces “dependency on new sales tax measures” and preparing an alternative funding strategy, “seriously and remain[s] committed to continuous improvement, transparency and accountability.”\u003c/p>\n\u003cp>“Many of the issues identified in the report have been raised previously in various forums,” VTA said in a statement. “Most have been resolved, while others are actively being addressed.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>VTA said that it included establishing the board’s Oversight Committee, which looks to provide guidance and oversee things like the costs of the project.\u003c/p>\n\u003cp>Another civil grand jury report in the past found problems with oversight, during which “its lack of transparency around changes to project scope and cost were identified as significant deficiencies,” the report added.\u003c/p>\n\u003cp>Because of a few deliberations or actions providing guidance and VTA staff receiving private input from individual board members, the report found that “the full Board does not benefit from Oversight Committee analysis.”\u003c/p>\n\u003cp>San José Mayor Matt Mahan serves as vice chair of the board and chairs the Oversight Commission. He said that VTA “must earn the public’s trust today.”\u003c/p>\n\u003cp>“The greatest risk to this project is time delay. I’ve encouraged the Committee and VTA staff and contractors to accelerate actual building rather than endless second-guessing that does more for the consultant class than our constituents,” Mahan said.\u003c/p>\n\u003cp>The civil grand jury said that the longer it takes for the project to be completed, the more likely costs associated with the construction and reliance on local sales taxes will grow.\u003c/p>\n\u003cp>The VTA Board of Directors has 90 days from June 17 to respond to the findings.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "mission-district-street-closures-to-curb-sex-work-extended-for-18-months",
"title": "Mission District Street Closures to Curb Sex Work Extended for 18 Months",
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"content": "\u003cp>Street closures meant to curb an entrenched sex work trade in \u003ca href=\"https://www.kqed.org/news/tag/mission-district\">San Francisco’s Mission District\u003c/a> will remain for another 18 months, after the city’s transportation board of directors voted to extend the traffic barriers on Tuesday.\u003c/p>\n\u003cp>Many Capp and Shotwell street residents who live on blocks with the closures implored directors during public comment to extend the program, claiming the intervention has drastically reduced the impacts of prostitution on neighbors. Others who live nearby said the closures have merely transferred the issue to their block.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency first installed the barriers in 2023, turning four locations from 18th to 22nd on Capp Street into dead ends, at the request of the city’s police department. The agency placed barriers at four more locations on Shotwell Street the next year, and granted an 18-month extension of the program in October 2024.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Before the bollards were installed, living on Capp Street was a nightmare,” said Jason Schlachet, a resident since 2008.\u003c/p>\n\u003cp>Schlachet described “being woken up in the middle of the night to the sound of women screaming for their lives, bumper-to-bumper traffic, a dozen women per block walking in the middle of the road, stepping over discarded used condoms and intimidation from pimps.”\u003c/p>\n\u003cp>Schlachet urged directors to continue the closures. He said they made an immediate and effective change.\u003c/p>\n\u003cfigure id=\"attachment_12087988\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087988\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A barricade on Capp Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Capp Street instantly became a residential street again,” Schlachet said.\u003c/p>\n\u003cp>But for Laurel Coco, who lives at 18th and Shotwell streets, just a block away from Capp, the closures have merely moved the red light district to her street.\u003c/p>\n\u003cp>“It is heartbreaking to witness the exploitation of women and underage girls outside my window. But SFMTA must take responsibility for the displacement that your infrastructure has created,” Coco said, adding that she is routinely solicited while walking home, and that her husband was physically assaulted outside their front door by several sex workers and their pimp this week.\u003c/p>\n\u003cp>Coco asked for “comparable traffic interventions on our block.”[aside postID=news_12087755 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260303-munifile00200_TV_qed.jpg']“City engineering should not protect one block by sacrificing another. Rather than blindly extending this pilot, we demand equity,” Coco said.\u003c/p>\n\u003cp>Board member Janet Tarlov said that the board has “endeavored to be of assistance to the police department in maintaining the closures,” but that many of the residents’ concerns “ touch on very serious criminal matters which are under the purview of the San Francisco Police Department.”\u003c/p>\n\u003cp>Antonio Flores, acting lieutenant with the Special Victims Unit at the San Francisco Police Department, told directors that the barriers have been effective in reducing activity in the immediate area, but the market moving was a predictable outcome of the closures.\u003c/p>\n\u003cp>“ We knew that it was going to get pushed to a different direction,” Flores said.\u003c/p>\n\u003cp>Flores said recent changes to California law, including a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB379\">state bill\u003c/a> that makes it illegal to loiter in a public place with the intent to purchase commercial sex, are aiding the police department’s enforcement efforts.\u003c/p>\n\u003cp>Shotwell Street resident Matthew Blackshaw said before the barricades, he and his partner considered leaving the neighborhood to raise a family, but now are considering staying. However, he said, they are not a long-term solution.\u003c/p>\n\u003cp>“I strongly encourage you to renew the barricades for the sake of our neighborhoods, while at the same time exploring longer-term solutions that can create a profession that is safe for not just the residents here, but also for the people who engage in this kind of work,” Blackshaw said.\u003c/p>\n\u003cp>In approving the extension, the board said that the program has continued since 2023 without metrics to quantify the success of the program or a process for gathering community input.\u003c/p>\n\u003cfigure id=\"attachment_12087987\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087987\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign about proposed street changes hangs on Shotwell Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vice Chair Stephanie Cajina said the board requested a six-month evaluation of the program when it was last extended in 2024, but it never happened.\u003c/p>\n\u003cp>“ The feedback loop from the community is not there, and the way for us to evaluate success is not there,” Cajina said.\u003c/p>\n\u003cp>The unanimously approved, amended resolution included a request for SFMTA staff to evaluate transportation-related metrics for the program, and to urge SFPD to develop measures to quantify the success of the closures.\u003c/p>\n\u003cp>SFMTA Streets Division Director Viktoriya Wise apologized for the previous planned six-month evaluation never happening.\u003c/p>\n\u003cp>“I think we can be back in six months,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Mission District Street Closures to Curb Sex Work Extended for 18 Months | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Street closures meant to curb an entrenched sex work trade in \u003ca href=\"https://www.kqed.org/news/tag/mission-district\">San Francisco’s Mission District\u003c/a> will remain for another 18 months, after the city’s transportation board of directors voted to extend the traffic barriers on Tuesday.\u003c/p>\n\u003cp>Many Capp and Shotwell street residents who live on blocks with the closures implored directors during public comment to extend the program, claiming the intervention has drastically reduced the impacts of prostitution on neighbors. Others who live nearby said the closures have merely transferred the issue to their block.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency first installed the barriers in 2023, turning four locations from 18th to 22nd on Capp Street into dead ends, at the request of the city’s police department. The agency placed barriers at four more locations on Shotwell Street the next year, and granted an 18-month extension of the program in October 2024.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Before the bollards were installed, living on Capp Street was a nightmare,” said Jason Schlachet, a resident since 2008.\u003c/p>\n\u003cp>Schlachet described “being woken up in the middle of the night to the sound of women screaming for their lives, bumper-to-bumper traffic, a dozen women per block walking in the middle of the road, stepping over discarded used condoms and intimidation from pimps.”\u003c/p>\n\u003cp>Schlachet urged directors to continue the closures. He said they made an immediate and effective change.\u003c/p>\n\u003cfigure id=\"attachment_12087988\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087988\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A barricade on Capp Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Capp Street instantly became a residential street again,” Schlachet said.\u003c/p>\n\u003cp>But for Laurel Coco, who lives at 18th and Shotwell streets, just a block away from Capp, the closures have merely moved the red light district to her street.\u003c/p>\n\u003cp>“It is heartbreaking to witness the exploitation of women and underage girls outside my window. But SFMTA must take responsibility for the displacement that your infrastructure has created,” Coco said, adding that she is routinely solicited while walking home, and that her husband was physically assaulted outside their front door by several sex workers and their pimp this week.\u003c/p>\n\u003cp>Coco asked for “comparable traffic interventions on our block.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“City engineering should not protect one block by sacrificing another. Rather than blindly extending this pilot, we demand equity,” Coco said.\u003c/p>\n\u003cp>Board member Janet Tarlov said that the board has “endeavored to be of assistance to the police department in maintaining the closures,” but that many of the residents’ concerns “ touch on very serious criminal matters which are under the purview of the San Francisco Police Department.”\u003c/p>\n\u003cp>Antonio Flores, acting lieutenant with the Special Victims Unit at the San Francisco Police Department, told directors that the barriers have been effective in reducing activity in the immediate area, but the market moving was a predictable outcome of the closures.\u003c/p>\n\u003cp>“ We knew that it was going to get pushed to a different direction,” Flores said.\u003c/p>\n\u003cp>Flores said recent changes to California law, including a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB379\">state bill\u003c/a> that makes it illegal to loiter in a public place with the intent to purchase commercial sex, are aiding the police department’s enforcement efforts.\u003c/p>\n\u003cp>Shotwell Street resident Matthew Blackshaw said before the barricades, he and his partner considered leaving the neighborhood to raise a family, but now are considering staying. However, he said, they are not a long-term solution.\u003c/p>\n\u003cp>“I strongly encourage you to renew the barricades for the sake of our neighborhoods, while at the same time exploring longer-term solutions that can create a profession that is safe for not just the residents here, but also for the people who engage in this kind of work,” Blackshaw said.\u003c/p>\n\u003cp>In approving the extension, the board said that the program has continued since 2023 without metrics to quantify the success of the program or a process for gathering community input.\u003c/p>\n\u003cfigure id=\"attachment_12087987\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087987\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign about proposed street changes hangs on Shotwell Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vice Chair Stephanie Cajina said the board requested a six-month evaluation of the program when it was last extended in 2024, but it never happened.\u003c/p>\n\u003cp>“ The feedback loop from the community is not there, and the way for us to evaluate success is not there,” Cajina said.\u003c/p>\n\u003cp>The unanimously approved, amended resolution included a request for SFMTA staff to evaluate transportation-related metrics for the program, and to urge SFPD to develop measures to quantify the success of the closures.\u003c/p>\n\u003cp>SFMTA Streets Division Director Viktoriya Wise apologized for the previous planned six-month evaluation never happening.\u003c/p>\n\u003cp>“I think we can be back in six months,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of 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>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.[aside postID=news_12084841 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00181_TV_qed.jpg']The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of 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>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Actor and Comedian Sues San Mateo County, Alleging Abuse and Unlawful Detainment",
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"content": "\u003cp>When Ahmed Ahmed arrived at \u003ca href=\"https://www.kqed.org/news/tag/sfo\">San Francisco International Airport\u003c/a> last September, after a four-monthlong global tour, he was eager to take a hot shower and go to sleep.\u003c/p>\n\u003cp>The actor and comedian’s 16-hour flight had been delayed, and his connecting flight to Los Angeles had already departed.\u003c/p>\n\u003cp>United Airlines issued free hotel vouchers to passengers who had missed their connections, including Ahmed. But when he tried to check in at the hotel with his voucher, he was unable to get a room.\u003c/p>\n\u003cp>At that point, Ahmed returned to the airport and sought assistance from a United employee, who he said was unhelpful and dismissive.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“ The comedian in me said, ‘You know, you work in customer service, not customer attitude,’ and she didn’t like that,” Ahmed told KQED. The employee threatened to call the police. “I replied with, ‘For what? Being awesome?’ And then she snapped.”\u003c/p>\n\u003cp>He said San Francisco Police arrested him minutes later and took him to Maguire Correctional Facility in Redwood City. Upon his arrival, Ahmed continued, several San Mateo County deputies were there waiting for him, and proceeded to physically beat and “torture” him.\u003c/p>\n\u003cp>Now, Ahmed is \u003ca href=\"https://odyportal-ext.sanmateocourt.org/Portal-External/DocumentViewer/DownloadDocumentFile/Download?d=5FCA895C15A411F5DC89AE0A093E2E76&c=7C5E7DE302ECD5EE0F85AEACDF8E1BCC&l=FBD47E265B0469242043312D479CDD22&cn=3BCA5C3F9F0BD275F3FCBD95092474E0&fileName=26-CIV-04766%20-%20Complaint%20AHMEDpdf&docTypeId=3&isVersionId=False\">suing\u003c/a> San Mateo County and the former county sheriff, claiming that he sustained physical and psychological damage during his 21 hours in custody.\u003c/p>\n\u003cfigure id=\"attachment_12067064\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067064\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The International Terminal at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed told KQED he was “completely compliant” — but was left with disabling injuries, including broken bones and nerve damage. He said that during the assault, deputies attempted to strip him from the waist down, then strapped him to a chair and pulled a hood over his head. He said he was denied food, water and the opportunity to use a bathroom during this time.\u003c/p>\n\u003cp>Later into the night, Ahmed recounted, he began yelling aloud, talking about who he was.\u003c/p>\n\u003cp>“I said, ‘Hey, my name’s Ahmed Ahmed. I’m an international professional stand-up comedian. I’ve been in blockbuster movies, TV shows, multiple comedy specials. … If you don’t let me out of this chair right now, I’m going to blow the whistle on everybody in this building.’”\u003c/p>\n\u003cp>Only then, he said, was he unstrapped, but he remained in custody for several hours.[aside postID=news_12087535 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2242752228-scaled-e1769196948121.jpg']He said that at around 9:30 p.m. on the following day, he was released.\u003c/p>\n\u003cp>In a statement, the San Mateo County Sheriff’s Office wrote that it is “aware of the complaint and takes allegations of this magnitude extremely seriously.”\u003c/p>\n\u003cp>The office said that it conducted an internal investigation in 2025, and that “the evidence disputes Mr. Ahmed’s version of events,” but it did not provide additional details.\u003c/p>\n\u003cp>The statement added that the office was not involved with the arrest at SFO, and that Ahmed was held for public intoxication. But Ahmed said he was never informed of his charges, even after his release, and alleged that he was not allowed to speak with a lawyer while detained.\u003c/p>\n\u003cp>Ahmed said that the complaint, filed June 15, was the first time he publicly addressed the attack.\u003c/p>\n\u003cp>He also added that one of the first people he discussed it with afterward was longtime friend Tom Morello, the lead singer and guitarist of Rage Against the Machine. Morello connected him to attorney Nicholas Rowley, a founding partner of the law firm Trial Lawyers for Justice, who is now representing Ahmed in his lawsuit.\u003c/p>\n\u003cp>After speaking with Rowley, Ahmed said, “I felt saved.”\u003c/p>\n\u003cp>Rowley told KQED that he decided to take on Ahmed as a client to prevent a similar incident from happening to anyone else. He added that Ahmed’s status as a public figure “might have saved his life.”\u003c/p>\n\u003cp>“They picked a fight with the wrong guy,” Rowley told KQED. “He’s somebody who is well-known and well-connected.”\u003c/p>\n\u003cfigure id=\"attachment_12067757\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067757\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk past a flight board in Harvey Milk Terminal 1 at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re going to find out who the members of this law enforcement gang are,” Rowley said.\u003c/p>\n\u003cp>Rowley and Ahmed both believe Ahmed was targeted for his ethnicity. Although he was born in Egypt, Ahmed was raised in Riverside, California, and is an American citizen.\u003c/p>\n\u003cp>“I wasn’t committing a crime. I didn’t threaten anybody. I didn’t hit anybody. I wasn’t yelling and screaming. I wasn’t resisting,” Ahmed said. ”I hate to throw out the race card, but being an Arab Muslim in America these days, fricking sucks, man.”\u003c/p>\n\u003cp>Since 9/11, he said he’s been “arrested, detained, and profiled probably over 100 times — always at the airport.“ But Ahmed said he had never been physically beaten like this before while traveling.\u003c/p>\n\u003cp>Since the arrest, he’s felt physically and spiritually “broken.”\u003c/p>\n\u003cp>“I lost friends, I lost work, I lost my girlfriend,” Ahmed said. “Psychologically, it just messed me up.”\u003c/p>\n\u003cp>But performing, he added, has been his “saving grace.”\u003c/p>\n\u003cp>“The happiest I’ve ever been in the past eight months is when I’m on stage making people laugh,” Ahmed said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>When Ahmed Ahmed arrived at \u003ca href=\"https://www.kqed.org/news/tag/sfo\">San Francisco International Airport\u003c/a> last September, after a four-monthlong global tour, he was eager to take a hot shower and go to sleep.\u003c/p>\n\u003cp>The actor and comedian’s 16-hour flight had been delayed, and his connecting flight to Los Angeles had already departed.\u003c/p>\n\u003cp>United Airlines issued free hotel vouchers to passengers who had missed their connections, including Ahmed. But when he tried to check in at the hotel with his voucher, he was unable to get a room.\u003c/p>\n\u003cp>At that point, Ahmed returned to the airport and sought assistance from a United employee, who he said was unhelpful and dismissive.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“ The comedian in me said, ‘You know, you work in customer service, not customer attitude,’ and she didn’t like that,” Ahmed told KQED. The employee threatened to call the police. “I replied with, ‘For what? Being awesome?’ And then she snapped.”\u003c/p>\n\u003cp>He said San Francisco Police arrested him minutes later and took him to Maguire Correctional Facility in Redwood City. Upon his arrival, Ahmed continued, several San Mateo County deputies were there waiting for him, and proceeded to physically beat and “torture” him.\u003c/p>\n\u003cp>Now, Ahmed is \u003ca href=\"https://odyportal-ext.sanmateocourt.org/Portal-External/DocumentViewer/DownloadDocumentFile/Download?d=5FCA895C15A411F5DC89AE0A093E2E76&c=7C5E7DE302ECD5EE0F85AEACDF8E1BCC&l=FBD47E265B0469242043312D479CDD22&cn=3BCA5C3F9F0BD275F3FCBD95092474E0&fileName=26-CIV-04766%20-%20Complaint%20AHMEDpdf&docTypeId=3&isVersionId=False\">suing\u003c/a> San Mateo County and the former county sheriff, claiming that he sustained physical and psychological damage during his 21 hours in custody.\u003c/p>\n\u003cfigure id=\"attachment_12067064\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067064\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEATING-91-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The International Terminal at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ahmed told KQED he was “completely compliant” — but was left with disabling injuries, including broken bones and nerve damage. He said that during the assault, deputies attempted to strip him from the waist down, then strapped him to a chair and pulled a hood over his head. He said he was denied food, water and the opportunity to use a bathroom during this time.\u003c/p>\n\u003cp>Later into the night, Ahmed recounted, he began yelling aloud, talking about who he was.\u003c/p>\n\u003cp>“I said, ‘Hey, my name’s Ahmed Ahmed. I’m an international professional stand-up comedian. I’ve been in blockbuster movies, TV shows, multiple comedy specials. … If you don’t let me out of this chair right now, I’m going to blow the whistle on everybody in this building.’”\u003c/p>\n\u003cp>Only then, he said, was he unstrapped, but he remained in custody for several hours.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He said that at around 9:30 p.m. on the following day, he was released.\u003c/p>\n\u003cp>In a statement, the San Mateo County Sheriff’s Office wrote that it is “aware of the complaint and takes allegations of this magnitude extremely seriously.”\u003c/p>\n\u003cp>The office said that it conducted an internal investigation in 2025, and that “the evidence disputes Mr. Ahmed’s version of events,” but it did not provide additional details.\u003c/p>\n\u003cp>The statement added that the office was not involved with the arrest at SFO, and that Ahmed was held for public intoxication. But Ahmed said he was never informed of his charges, even after his release, and alleged that he was not allowed to speak with a lawyer while detained.\u003c/p>\n\u003cp>Ahmed said that the complaint, filed June 15, was the first time he publicly addressed the attack.\u003c/p>\n\u003cp>He also added that one of the first people he discussed it with afterward was longtime friend Tom Morello, the lead singer and guitarist of Rage Against the Machine. Morello connected him to attorney Nicholas Rowley, a founding partner of the law firm Trial Lawyers for Justice, who is now representing Ahmed in his lawsuit.\u003c/p>\n\u003cp>After speaking with Rowley, Ahmed said, “I felt saved.”\u003c/p>\n\u003cp>Rowley told KQED that he decided to take on Ahmed as a client to prevent a similar incident from happening to anyone else. He added that Ahmed’s status as a public figure “might have saved his life.”\u003c/p>\n\u003cp>“They picked a fight with the wrong guy,” Rowley told KQED. “He’s somebody who is well-known and well-connected.”\u003c/p>\n\u003cfigure id=\"attachment_12067757\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067757\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251210-SFOEating-24-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers walk past a flight board in Harvey Milk Terminal 1 at San Francisco International Airport on Dec. 10, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re going to find out who the members of this law enforcement gang are,” Rowley said.\u003c/p>\n\u003cp>Rowley and Ahmed both believe Ahmed was targeted for his ethnicity. Although he was born in Egypt, Ahmed was raised in Riverside, California, and is an American citizen.\u003c/p>\n\u003cp>“I wasn’t committing a crime. I didn’t threaten anybody. I didn’t hit anybody. I wasn’t yelling and screaming. I wasn’t resisting,” Ahmed said. ”I hate to throw out the race card, but being an Arab Muslim in America these days, fricking sucks, man.”\u003c/p>\n\u003cp>Since 9/11, he said he’s been “arrested, detained, and profiled probably over 100 times — always at the airport.“ But Ahmed said he had never been physically beaten like this before while traveling.\u003c/p>\n\u003cp>Since the arrest, he’s felt physically and spiritually “broken.”\u003c/p>\n\u003cp>“I lost friends, I lost work, I lost my girlfriend,” Ahmed said. “Psychologically, it just messed me up.”\u003c/p>\n\u003cp>But performing, he added, has been his “saving grace.”\u003c/p>\n\u003cp>“The happiest I’ve ever been in the past eight months is when I’m on stage making people laugh,” Ahmed said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "santa-clara-resident-infected-with-measles-traveled-through-sfo-health-officials-say",
"title": "Santa Clara Resident Infected With Measles Traveled Through SFO, Health Officials Say",
"publishDate": 1781476220,
"format": "standard",
"headTitle": "Santa Clara Resident Infected With Measles Traveled Through SFO, Health Officials Say | KQED",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-county\">Santa Clara County\u003c/a> resident infected with measles may have exposed others while contagious on Monday, Santa Clara County public health officials said.\u003c/p>\n\u003cp>Health officials say the resident was likely exposed during international travel. On June 8, they traveled through the San Francisco International Airport terminal between 8:30 a.m. and 11 a.m. Between 8 p.m. and 10 p.m. that same day, the resident visited Trader Joe’s at 635 Coleman Ave. and the International Halal Market on 960 E Santa Clara St. in San Jose.\u003c/p>\n\u003cp>Individuals who traveled to the locations at the same time could be at risk of developing the disease between seven and 10 days after exposure, county public health officials warned.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Because of our very high vaccination rates and folks who had measles decades ago before there was a vaccine, we are very well protected as a community here in the Bay Area,” Dr. Sarah Rudman, the county’s public health officer, said.\u003c/p>\n\u003cp>The possible exposure comes as the county hosts thousands of soccer fans for the World Cup tournament, which kicked off locally on Saturday.\u003c/p>\n\u003cp>As of Sunday afternoon, the state Department of Public Health dashboard reported 49 confirmed measles cases, though that number doesn’t appear to include Santa Clara’s latest case. The number of state-confirmed cases has sat steady since at least mid-May.\u003c/p>\n\u003cp>If confirmed by CDPH, Santa Clara’s case would be the 50th this year.\u003c/p>\n\u003cfigure id=\"attachment_12041432\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12041432\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1.jpg\" alt=\"\" width=\"1600\" height=\"1065\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">A measles advisory is shown tacked to a bulletin board outside Gaines County Courthouse in Seminole, Texas, on April 9, 2025. \u003ccite>(Brandon Bell/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State health officials reported half that — 25 confirmed cases — across the state last year.\u003c/p>\n\u003cp>“This is becoming more and more common,” Rudman said in a media availability on Saturday. “A year ago, I would have said this is incredibly rare. And now this is already our second case of the year.”\u003c/p>\n\u003cp>In February, the county reported its first measles case of the year when a vaccinated resident returned from international travel. Before 2025, the county hadn’t recorded a measles case since 2019.\u003c/p>\n\u003cp>The U.S. \u003ca href=\"https://www.kqed.org/news/12069161/californias-first-measles-case-of-2026-appears-to-be-unvaccinated-patient-in-bay-area\">recorded its highest number \u003c/a>of cases in 2025, 25 years after the disease was declared eliminated.[aside postID=news_12080063 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2242752228-scaled-e1769196948121.jpg']California’s numbers also rose last year, state data shows. Since 2023, measles cases have increased every year. The last time cases surpassed current 2026 numbers was in 2019, when 72 cases \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/Immunization/2022-VPD-Annual-Report.aspx\">were reported\u003c/a>.\u003c/p>\n\u003cp>Rudman said that the county is working with federal and state officials from the Centers for Disease Control and Prevention and the state Department of Public Health to identify any people who may have been exposed.\u003c/p>\n\u003cp>Measles symptoms include a runny nose, fever, cough and rash, according \u003ca href=\"https://www.cdc.gov/measles/signs-symptoms/\">to the CDC\u003c/a>. The first symptoms can appear up to two weeks after infection.\u003c/p>\n\u003cp>Children, pregnant women and people with weakened immune systems are more likely to experience complications because of the disease.\u003c/p>\n\u003cp>Santa Clara health officials said that people should monitor for symptoms for 21 days after the potential exposure and not attend large gatherings.\u003c/p>\n\u003cp>“Given the number of large international events currently happening throughout the Bay Area, it is especially important that any unvaccinated, exposed individual quarantines to the best of their ability and avoids contact with others if feeling unwell,” the Department said in a statement.\u003c/p>\n\u003cp>If symptoms do appear, health officials advise contacting your doctor right away.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The possible exposure comes as thousands of soccer fans descend on the county for the World Cup tournament. ",
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"title": "Santa Clara Resident Infected With Measles Traveled Through SFO, Health Officials Say | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-county\">Santa Clara County\u003c/a> resident infected with measles may have exposed others while contagious on Monday, Santa Clara County public health officials said.\u003c/p>\n\u003cp>Health officials say the resident was likely exposed during international travel. On June 8, they traveled through the San Francisco International Airport terminal between 8:30 a.m. and 11 a.m. Between 8 p.m. and 10 p.m. that same day, the resident visited Trader Joe’s at 635 Coleman Ave. and the International Halal Market on 960 E Santa Clara St. in San Jose.\u003c/p>\n\u003cp>Individuals who traveled to the locations at the same time could be at risk of developing the disease between seven and 10 days after exposure, county public health officials warned.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Because of our very high vaccination rates and folks who had measles decades ago before there was a vaccine, we are very well protected as a community here in the Bay Area,” Dr. Sarah Rudman, the county’s public health officer, said.\u003c/p>\n\u003cp>The possible exposure comes as the county hosts thousands of soccer fans for the World Cup tournament, which kicked off locally on Saturday.\u003c/p>\n\u003cp>As of Sunday afternoon, the state Department of Public Health dashboard reported 49 confirmed measles cases, though that number doesn’t appear to include Santa Clara’s latest case. The number of state-confirmed cases has sat steady since at least mid-May.\u003c/p>\n\u003cp>If confirmed by CDPH, Santa Clara’s case would be the 50th this year.\u003c/p>\n\u003cfigure id=\"attachment_12041432\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12041432\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1.jpg\" alt=\"\" width=\"1600\" height=\"1065\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-1-copy-1-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">A measles advisory is shown tacked to a bulletin board outside Gaines County Courthouse in Seminole, Texas, on April 9, 2025. \u003ccite>(Brandon Bell/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State health officials reported half that — 25 confirmed cases — across the state last year.\u003c/p>\n\u003cp>“This is becoming more and more common,” Rudman said in a media availability on Saturday. “A year ago, I would have said this is incredibly rare. And now this is already our second case of the year.”\u003c/p>\n\u003cp>In February, the county reported its first measles case of the year when a vaccinated resident returned from international travel. Before 2025, the county hadn’t recorded a measles case since 2019.\u003c/p>\n\u003cp>The U.S. \u003ca href=\"https://www.kqed.org/news/12069161/californias-first-measles-case-of-2026-appears-to-be-unvaccinated-patient-in-bay-area\">recorded its highest number \u003c/a>of cases in 2025, 25 years after the disease was declared eliminated.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California’s numbers also rose last year, state data shows. Since 2023, measles cases have increased every year. The last time cases surpassed current 2026 numbers was in 2019, when 72 cases \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/Immunization/2022-VPD-Annual-Report.aspx\">were reported\u003c/a>.\u003c/p>\n\u003cp>Rudman said that the county is working with federal and state officials from the Centers for Disease Control and Prevention and the state Department of Public Health to identify any people who may have been exposed.\u003c/p>\n\u003cp>Measles symptoms include a runny nose, fever, cough and rash, according \u003ca href=\"https://www.cdc.gov/measles/signs-symptoms/\">to the CDC\u003c/a>. The first symptoms can appear up to two weeks after infection.\u003c/p>\n\u003cp>Children, pregnant women and people with weakened immune systems are more likely to experience complications because of the disease.\u003c/p>\n\u003cp>Santa Clara health officials said that people should monitor for symptoms for 21 days after the potential exposure and not attend large gatherings.\u003c/p>\n\u003cp>“Given the number of large international events currently happening throughout the Bay Area, it is especially important that any unvaccinated, exposed individual quarantines to the best of their ability and avoids contact with others if feeling unwell,” the Department said in a statement.\u003c/p>\n\u003cp>If symptoms do appear, health officials advise contacting your doctor right away.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The U.S. Department of Transportation will no longer enforce a bedrock civil rights regulation that prevents federally funded \u003ca href=\"https://www.kqed.org/news/tag/transportation\">transportation\u003c/a> projects from having unintentional disparate impacts on protected classes.\u003c/p>\n\u003cp>In a rule change \u003ca href=\"https://www.federalregister.gov/public-inspection/2026-11790/rescinding-portions-of-title-vi-regulations-to-conform-more-closely-with-the-statutory-text-and-to\">announced \u003c/a>Wednesday — and \u003ca href=\"https://www.federalregister.gov/documents/2026/06/11/2026-11790/rescinding-portions-of-department-of-transportations-title-vi-regulations-to-conform-more-closely\">published Thursday\u003c/a> without public comment — U.S. Secretary of Transportation Sean Duffy approved eliminating disparate impact liability, a key tenet of Title VI of the Civil Rights Act of 1964, from the U.S. DOT’s regulations.\u003c/p>\n\u003cp>The executive summary states the rule did not serve the public interest. \u003c/p>\n\u003cp>“There are serious statutory and constitutional concerns with the legality of the department’s Title VI regulations, which go beyond intentional discrimination by prohibiting conduct that has an unintentional disparate impact,” the federal register entry reads.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Title VI prohibits discrimination on the basis of race, color, or national origin in any program or activity that receives federal funding. The law also requires that policy decisions don’t disproportionately impact people who are protected by the nation’s civil rights laws, regardless of whether the policy explicitly intends that harm.\u003c/p>\n\u003cp>Civil rights advocates have successfully used Title VI to file civil rights complaints in the Bay Area, including against BART, when the agency built an extension in neighborhoods where a majority of residents were people of color.\u003c/p>\n\u003cp>Another \u003ca href=\"https://mavensnotebook.com/2023/08/09/this-just-in-epa-accepts-civil-rights-complaint-against-california-state-water-board/\">complaint\u003c/a>, brought by Native American tribes and environmental advocates, accused the State Water Resources Board of mismanaging water quality along the San Francisco Bay and Sacramento-San Joaquin Delta Estuary. The law has also had a preventative effect, making disparate impact analyses part of \u003ca href=\"https://www.actransit.org/DI-DB\">policy \u003c/a>\u003cu>planning \u003c/u>at agencies like AC Transit.\u003c/p>\n\u003cfigure id=\"attachment_12087116\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597.jpg\" alt=\"\" width=\"1980\" height=\"1251\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597-160x101.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597-1536x970.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board an airport-bound train from the Coliseum BART station on the Oakland Airport Connector line in Oakland, California on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ This a major rollback of civil rights protections,” said Laurel Paget-Seekins, senior policy advocate at Public Advocates, a San Francisco-based nonprofit law firm.\u003c/p>\n\u003cp>The rule change means the DOT will no longer require transit agencies to weigh equity when considering changes to policies regarding \u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">fares\u003c/a>, service frequency and location, or language access, along with the impacts of highway construction and other projects, as long as the action is not explicitly discriminatory.\u003c/p>\n\u003cp>California has its own Title VI protections that prohibit recipients of state funds from discriminating against protected groups, which remain in place. But Paget-Seekins said that unlike the federal Title VI protections, the state doesn’t require agencies that receive funding to collect data and do preventative analyses. “Whether Bay Area transit agencies will continue to do this analysis voluntarily — and whether California will require them to — is now an important question that deserves public scrutiny,” Paget-Seekins said.[aside postID=news_12084077 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_003-KQED.jpg']Public Advocates used Title VI to successfully file a civil rights \u003ca href=\"https://publicadvocates.org/campaigns/bart-oakland-airport-connector/\">complaint\u003c/a> against BART in 2009, after the agency failed to complete an analysis of how its planned Oakland Airport Connector would impact nearby communities. In response, the Federal Transit Administration withdrew $70 million in funds for the project, which was dispersed to other regional transit agencies and projects, and compelled BART to complete a service equity analysis for the \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/pdfs/research/2503-cs3-oak-airport-connector.pdf\">project\u003c/a>.\u003c/p>\n\u003cp>U.S. Rep. Lateefah Simon has called on the DOT to maintain disparate impact protections in transportation projects since March. Simon, a former BART Board Director, is legally blind.\u003c/p>\n\u003cp>“As a transit-dependent person, I know how important it is for agencies receiving federal funds to consider disparate impact on the communities they serve,” Simon said in a March press release. “Here, the Trump administration has failed on two fronts — rolling back civil rights protections and preventing the public from providing feedback or sharing concerns. It’s disgraceful.”\u003c/p>\n\u003cp>The Trump administration issued an \u003ca href=\"https://www.federalregister.gov/documents/2025/04/28/2025-07378/restoring-equality-of-opportunity-and-meritocracy\">executive order\u003c/a> in April 2025 announcing its intention to eliminate disparate impact protections across the government.\u003c/p>\n\u003cp>In December, the U.S. Department of Justice \u003ca href=\"https://www.federalregister.gov/documents/2025/12/10/2025-22448/rescinding-portions-of-department-of-justice-title-vi-regulations-to-conform-more-closely-with-the\">rescinded \u003c/a>disparate impact protections in its regulations using a similar rule change mechanism and language. This week, the DOJ issued an \u003ca href=\"https://www.justice.gov/opa/pr/justice-department-concludes-eeoc-disparate-impact-guidelines-violate-constitution\">opinion \u003c/a>stating that the Equal Employment Opportunity Commission’s guidelines on disparate impact protections were unconstitutional.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> An earlier version of this story incorrectly attributed language from a Federal Register ruling to U.S. Transportation Secretary Sean Duffy. Duffy signed the ruling but was not the source of the quoted language.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. Department of Transportation will no longer enforce a bedrock civil rights regulation that prevents federally funded \u003ca href=\"https://www.kqed.org/news/tag/transportation\">transportation\u003c/a> projects from having unintentional disparate impacts on protected classes.\u003c/p>\n\u003cp>In a rule change \u003ca href=\"https://www.federalregister.gov/public-inspection/2026-11790/rescinding-portions-of-title-vi-regulations-to-conform-more-closely-with-the-statutory-text-and-to\">announced \u003c/a>Wednesday — and \u003ca href=\"https://www.federalregister.gov/documents/2026/06/11/2026-11790/rescinding-portions-of-department-of-transportations-title-vi-regulations-to-conform-more-closely\">published Thursday\u003c/a> without public comment — U.S. Secretary of Transportation Sean Duffy approved eliminating disparate impact liability, a key tenet of Title VI of the Civil Rights Act of 1964, from the U.S. DOT’s regulations.\u003c/p>\n\u003cp>The executive summary states the rule did not serve the public interest. \u003c/p>\n\u003cp>“There are serious statutory and constitutional concerns with the legality of the department’s Title VI regulations, which go beyond intentional discrimination by prohibiting conduct that has an unintentional disparate impact,” the federal register entry reads.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Title VI prohibits discrimination on the basis of race, color, or national origin in any program or activity that receives federal funding. The law also requires that policy decisions don’t disproportionately impact people who are protected by the nation’s civil rights laws, regardless of whether the policy explicitly intends that harm.\u003c/p>\n\u003cp>Civil rights advocates have successfully used Title VI to file civil rights complaints in the Bay Area, including against BART, when the agency built an extension in neighborhoods where a majority of residents were people of color.\u003c/p>\n\u003cp>Another \u003ca href=\"https://mavensnotebook.com/2023/08/09/this-just-in-epa-accepts-civil-rights-complaint-against-california-state-water-board/\">complaint\u003c/a>, brought by Native American tribes and environmental advocates, accused the State Water Resources Board of mismanaging water quality along the San Francisco Bay and Sacramento-San Joaquin Delta Estuary. The law has also had a preventative effect, making disparate impact analyses part of \u003ca href=\"https://www.actransit.org/DI-DB\">policy \u003c/a>\u003cu>planning \u003c/u>at agencies like AC Transit.\u003c/p>\n\u003cfigure id=\"attachment_12087116\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597.jpg\" alt=\"\" width=\"1980\" height=\"1251\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597-160x101.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502597-1536x970.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board an airport-bound train from the Coliseum BART station on the Oakland Airport Connector line in Oakland, California on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ This a major rollback of civil rights protections,” said Laurel Paget-Seekins, senior policy advocate at Public Advocates, a San Francisco-based nonprofit law firm.\u003c/p>\n\u003cp>The rule change means the DOT will no longer require transit agencies to weigh equity when considering changes to policies regarding \u003ca href=\"https://www.kqed.org/news/12067737/clipper-2-0-leaves-ac-transit-cash-riders-behind\">fares\u003c/a>, service frequency and location, or language access, along with the impacts of highway construction and other projects, as long as the action is not explicitly discriminatory.\u003c/p>\n\u003cp>California has its own Title VI protections that prohibit recipients of state funds from discriminating against protected groups, which remain in place. But Paget-Seekins said that unlike the federal Title VI protections, the state doesn’t require agencies that receive funding to collect data and do preventative analyses. “Whether Bay Area transit agencies will continue to do this analysis voluntarily — and whether California will require them to — is now an important question that deserves public scrutiny,” Paget-Seekins said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Public Advocates used Title VI to successfully file a civil rights \u003ca href=\"https://publicadvocates.org/campaigns/bart-oakland-airport-connector/\">complaint\u003c/a> against BART in 2009, after the agency failed to complete an analysis of how its planned Oakland Airport Connector would impact nearby communities. In response, the Federal Transit Administration withdrew $70 million in funds for the project, which was dispersed to other regional transit agencies and projects, and compelled BART to complete a service equity analysis for the \u003ca href=\"https://transweb.sjsu.edu/sites/default/files/pdfs/research/2503-cs3-oak-airport-connector.pdf\">project\u003c/a>.\u003c/p>\n\u003cp>U.S. Rep. Lateefah Simon has called on the DOT to maintain disparate impact protections in transportation projects since March. Simon, a former BART Board Director, is legally blind.\u003c/p>\n\u003cp>“As a transit-dependent person, I know how important it is for agencies receiving federal funds to consider disparate impact on the communities they serve,” Simon said in a March press release. “Here, the Trump administration has failed on two fronts — rolling back civil rights protections and preventing the public from providing feedback or sharing concerns. It’s disgraceful.”\u003c/p>\n\u003cp>The Trump administration issued an \u003ca href=\"https://www.federalregister.gov/documents/2025/04/28/2025-07378/restoring-equality-of-opportunity-and-meritocracy\">executive order\u003c/a> in April 2025 announcing its intention to eliminate disparate impact protections across the government.\u003c/p>\n\u003cp>In December, the U.S. Department of Justice \u003ca href=\"https://www.federalregister.gov/documents/2025/12/10/2025-22448/rescinding-portions-of-department-of-justice-title-vi-regulations-to-conform-more-closely-with-the\">rescinded \u003c/a>disparate impact protections in its regulations using a similar rule change mechanism and language. This week, the DOJ issued an \u003ca href=\"https://www.justice.gov/opa/pr/justice-department-concludes-eeoc-disparate-impact-guidelines-violate-constitution\">opinion \u003c/a>stating that the Equal Employment Opportunity Commission’s guidelines on disparate impact protections were unconstitutional.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> An earlier version of this story incorrectly attributed language from a Federal Register ruling to U.S. Transportation Secretary Sean Duffy. Duffy signed the ruling but was not the source of the quoted language.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "meet-the-around-the-clock-mechanics-keeping-golden-gate-ferries-moving",
"title": "Meet the Around-the-Clock Mechanics Keeping Golden Gate Ferries Moving",
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"content": "\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>Kristen Breck remembers sitting in traffic on the \u003ca href=\"https://www.kqed.org/news/tag/richmond\">Richmond\u003c/a> Bridge and looking out on the water. She spotted a ferry coming in from Vallejo. Then she saw another one.\u003c/p>\n\u003cp>“I just thought, they’re so beautiful,” she said. “What happens if they get injured? Where do they go? Who is taking care of them?”\u003c/p>\n\u003cp>The Bay Area is home to two major public ferry agencies: SF Bay Ferry, serving the East Bay, and Golden Gate Ferry, which serves the North Bay. Last year, both agencies combined carried about 4 million passengers.\u003c/p>\n\u003cp>Ferries have long been an important mode of transportation in the region. Before the late 1930s, ferries were the primary way people got across the bay. But after the Bay and Golden Gate Bridges were constructed in 1936 and 1937, respectively, ferry ridership dwindled to “extinction levels,” according to Tom Hall, director of operations and customer experience at SF Bay Ferry.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While a number of smaller companies continued to ferry people across the bay, the region went without a major ferry agency for decades. In 1970, Golden Gate Ferry began service to the North Bay as a way to ease congestion on the Golden Gate Bridge.\u003c/p>\n\u003cp>Then, in 1989, the \u003ca href=\"https://www.kqed.org/science/1949362/how-loma-prieta-changed-earthquake-science-building-codes-and-the-bay-area\">Loma Prieta earthquake\u003c/a> hit.\u003c/p>\n\u003cp>The 6.9 magnitude earthquake, in which \u003ca href=\"https://pubs.usgs.gov/fs/2014/3092/pdf/fs2014-3092.pdf\">63 people died\u003c/a> and more than 3,700 were injured, collapsed a section of the Bay Bridge. It was unusable for about a month. Hall said that, after the disaster, officials realized they needed an alternative way to evacuate the city in cases of emergency.\u003c/p>\n\u003cfigure id=\"attachment_12078039\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078039\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers exit from the Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State and local officials started to plan for a ferry service to serve the East Bay. The Water Emergency Transportation Authority (WETA) was formed in 2007, and four years later, it started operating SF Bay Ferry.\u003c/p>\n\u003cp>“Our core mission is emergency water transit in the event of a natural disaster or another event that disrupts the existing transportation system in the Bay Area,” Hall said. “Since we have all the boats and terminals to be ready for that, we might as well moonlight as a ferry operator in the interim.”\u003c/p>\n\u003ch2>Keeping the ferries running\u003c/h2>\n\u003cp>“Imagine driving your vehicle to and from work all day long and doing it full speed — you’re probably going to have a decent amount of maintenance that needs to be required to keep your car running,” said Mike Hoffman, deputy general manager for Golden Gate Ferry. “It’s no different for our ferry vessels.”\u003c/p>\n\u003cp>Agencies send most ferries to maintenance shops located locally for quick fixes. Golden Gate Ferry’s maintenance shop, at the Larkspur terminal, handles everything from replacing lightbulbs to rebuilding engines.\u003c/p>\n\u003cfigure id=\"attachment_12078030\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078030\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mike Hoffman, the deputy general manager for Golden Gate Ferry, poses for a portrait at the shop where ferry machinery is maintained at the Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To avoid service delays, mechanics in groups of four work in shifts around the clock, seven days a week, to make sure the seven Golden Gate ferries are running smoothly.\u003c/p>\n\u003cp>“Back in 2001, there was a tech boom going on and a lot of friends and family were getting into the tech industry,” said Ray Garibaldi, who has worked as a ferry mechanic for the Golden Gate Transportation District since 2001. “I decided to stick with mechanical welding and fabricating. And it’s been a great career for me.”\u003c/p>\n\u003cp>He said every day brings a new problem to solve. One day, he might be making replacement parts and welding them in the metal shop. Other days, he is repairing water jets when they get clogged with fishing line and debris. If there are problems with the main engine, he will spend days in the hot engine room repairing the control system.[aside postID=news_12078602 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg']Meanwhile, across the bay, SF Bay Ferry operates 11 vessels, sailing from the San Francisco Ferry Building to several destinations in the East Bay, including Oakland, Richmond and Vallejo. For everyday maintenance, vessels are sent to decommissioned military bases in Alameda and Mare Island in Vallejo.\u003c/p>\n\u003cp>Every two years, the U.S. Coast Guard inspects ferries run by both agencies to make sure they are up to code. For those inspections, the ferries are sent to the decommissioned military bases so they can be hoisted out of the water — or “dry docked” — if needed.\u003c/p>\n\u003cp>Inspectors will look for signs of weakness in the hull of the vessel or any small water intrusions that might be on the surface of the vessel. They will also ride with crews to make sure safety measures are followed properly.\u003c/p>\n\u003cp>Ferries are dry-docked again every five or six years so crews can do more extensive repairs, including replacing carpets, repairing damaged seats and changing out older technology for updated systems.\u003c/p>\n\u003cp>To comply with California’s emissions standards, ferries are often decommissioned after 25 years. But Hall said the agencies often sell vessels to other states whose standards are less strict.\u003c/p>\n\u003cp>“We have a couple of boats in Alaska that are serving as whale watching boats,” Hall said. “They always seem to have a second life.”\u003c/p>\n\u003ch2>The future of Bay Area ferry service\u003c/h2>\n\u003cp>Ferry operators, like other public transportation agencies, struggled during the coronavirus pandemic and mandatory shelter-in-place orders. SF Bay Ferry’s ridership dropped to 6% of its normal capacity, Hall said. They immediately reduced service to two routes built around essential workers.\u003c/p>\n\u003cp>When people came back to work, different commuting patterns emerged. Before the pandemic, the agency could count on passengers five days a week.\u003c/p>\n\u003cfigure id=\"attachment_12078036\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078036\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Napa ferry is stationed at a servicing dock at Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But after the pandemic, with many people working from home at least some of the time, ridership has been less predictable. Hall said one of the most surprising changes has been a boost in weekend ridership.\u003c/p>\n\u003cp>“People were ready to go back out,” he said. “I think the fact that we have outdoor seating on all of the ferries helped us a ton because if you were uncomfortable being in an enclosed area with other people that you didn’t know, you [could] sit outside.”\u003c/p>\n\u003cp>As companies slowly called employees back into the office, the agency saw an uptick in ridership. Now, with the trend towards more weekend riding continuing, along with some weekday commuting, the agency is seeing more riders than it ever has. In May of 2026, it \u003ca href=\"https://sanfranciscobayferry.com/san-francisco-bay-ferry-sets-another-ridership-record-in-may/\">beat its all-time ridership\u003c/a> record for the third month in a row.\u003c/p>\n\u003cfigure id=\"attachment_12078040\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078040\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A replacement water jet sits on a servicing dock at Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re on track to have our all-time best year in 2026, if things keep going the way they do,” Hall said. “That’s been gratifying to see people come back to the ferries.”\u003c/p>\n\u003cp>Ferry lovers will be excited to know that SF Bay Ferry someday hopes to expand its service to Treasure Island, Mission Bay, Berkeley and Redwood City. However, that expansion probably won’t happen anytime soon.\u003c/p>\n\u003cp>More immediately, riders of the Golden Gate ferries will start seeing new vessels in the rotation. Next year, the agency plans to start replacing its fleet, and the new boats will be more fuel efficient and will have elevators and more bike parking.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cem>Sounds water lapping\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Every time I ride a ferry across San Francisco Bay I feel a little fizz of excitement.\u003c/p>\n\u003cp>\u003cem>Ferry engine sounds along with lapping water\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Part of me knows that ferries are practical. A way a lot of people commute to work. But I mean look around – it’s hard not to get caught up in the romance of being on the water in such a gorgeous place.\u003c/p>\n\u003cp>Some people even ride them just for fun. Like Peggy Gallagher who was riding the Larkspur ferry with her sister, in from out of town.\u003c/p>\n\u003cp>\u003cstrong>Peggy Gallegher: \u003c/strong>I mean, we live in the Bay Area, the most beautiful area in the world. And you just kind of forget your troubles because everywhere you look is just another view.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>From the deck of the ferry there’s a great view of downtown San Francisco, Alcatraz and Angel Island, the Golden Gate Bridge…even Mount Tam. When you’re riding one, you can really appreciate the bay itself…the water at the heart of our region.\u003c/p>\n\u003cp>\u003cstrong>Kristen Breck: \u003c/strong>I think ferries really are emblematic of where we live and I love where we live.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Kristen Breck, our question asker today, doesn’t get to ride ferries as often as she’d like. But she sees them when she’s driving around. One day she was on the Richmond bridge looking out over the water when she saw a Vallejo ferry.\u003c/p>\n\u003cp>\u003cstrong>Kristen Breck: \u003c/strong>And I just thought, there’s just so beautiful. What happens if they get injured? I’d like to know how and where the Golden Gate ferries around the bay are serviced and fixed. What does it take to fix a ferry? Where does that work get done, and who does it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Ferries have long been an important mode of transportation in our region. Before the Golden Gate and Bay Bridges were built in the 1930s, ferries were the primary way to get to and from The City from the North and East Bay.\u003c/p>\n\u003cp>Now, more people drive than take ferries of course, but we still have two major public ferry services that together carry about 3 to 4 million passengers a year. SF Bay Ferry services the East Bay and Golden Gate Ferries serve the North Bay. KQED’s housing and transportation reporter Adhiti Bandlamudi checked in with both ferry agencies about how they manage and repair their vessels.\u003c/p>\n\u003cp>\u003cem>Sound of ferry commuters boarding\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> I join a group of commuters and tourists headed from the San Francisco Ferry building to Larkspur on a beautiful sunny day.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene : \u003c/strong>That was so easy, I could use my clipper card.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>I’m on my way to the maintenance shop housed at the Larkspur Ferry Terminal, where a lot of the Golden Gate Ferries get repairs.\u003c/p>\n\u003cp>\u003cstrong>Mike Hoffman: \u003c/strong>These ferry vessels go back and forth from San Francisco to Marin County all day long and they go full speed.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Mike Hoffman is the Deputy General Manager of Golden Gate Ferry.\u003c/p>\n\u003cp>\u003cstrong>Mike Hoffman: \u003c/strong>So imagine driving your vehicle to and from work all day along and doing it full speed, you’re probably going to have a decent amount of maintenance that needs to be required to keep your car running. It’s no different for our ferry vessels.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>The average ferry has a lifespan of about 25 years. And it’s mechanic Ray Garibaldi’s job to keep them running smoothly throughout.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Wow, okay. What is this?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray and I are looking at a ferry jet that has a fishing line and other debris caught in the rotors. It looks like the metal blade at the bottom of a blender…just much larger. All seven of Golden Gate Ferry’s vessels cycle through this shop at the Larkspur terminal at one time or another.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>We can be fabricating parts, welding, rebuilding water jets, working on the main engines, repairing the control systems. So every day is a little bit different.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>There are big machines all over the place– a bandsaw that cuts metal, a big crane and a huge workbench. The walls are lined with nuts and bolts organized into little cubbies.\u003c/p>\n\u003cp>Ray has been a ferry mechanic for the past 25 years.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Back in 2001, there was a tech boom going on and a lot of friends and family were getting into the tech industry and I decided to stick with mechanical welding, fabricating, and it’s been a great career for me.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>He and his colleagues at the Larkspur shop handle all the routine maintenance issues that come up. Everything from changing lightbulbs to fixing the main engine.\u003c/p>\n\u003cp>If the team can’t get a boat running safely, that will cause service delays.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>We have three shifts, seven days a week.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>There are usually four mechanics on each shift.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>And each shift kind of does things a little different. You know, day shift takes care of the terminals and rebuilding some of the major components and swing shift starts doing the maintenance and repairs and then graveyard kind of gets scheduled for. Get the boats ready to go out again in the morning if there’s any issues that need to be taken care of.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray says, when he travels on a ferry now, he pays attention in a different way..\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Boats are like a big tuning fork you could have you know a problem in one part of the boat and the sound will travel through the boat and end up in a different spot.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>In addition to these routine maintenance needs, every ferry boat goes through inspections every 2-3 years…and major refurbishments every 5-6 years.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> More on that after this quick break.\u003c/p>\n\u003cp>\u003cem>Sponsor message\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We’ve learned what happens when one of our ferries needs day to day repairs, but where do they go when they need more intense repairs? KQED reporter Adhiti Bandlamudi takes us into a ferry’s engine room to find out.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Look closely next time you’re on a ferry, and you might notice a hatch on the floor.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene: \u003c/strong>Oh, this is where we’re going.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray Garibaldi leads me down a narrow ladder into the belly of the vessel.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> Okay, so, uh, where, where are we, Ray?\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Oh, we’re in the main engine room.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> Oh man, okay, we’re like basically surrounded by pipes and ducts and nice and toasty in here.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Yeah, it always stays warm in the engine room.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> When things break in this room, Ray is looking at a longer repair. Changing fuel pumps and other machinery can be week-long fixes. It’s warm in here… I’m starting to sweat.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> I would imagine if it’s like cold outside then it would be really nice to work in the engine.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Yes, it is.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Every two years, the U.S. Coast Guard inspects the engine room to make sure everything is up to code. They also look for signs of weakness in the hull of the boat.\u003c/p>\n\u003cp>Tom Hall is the Director of Operations and Customer Experience of SF Bay Ferry serving the East Bay. He explains the aluminum boats are light and strong, but susceptible to water damage.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>So what they’re inspecting for is any intrusions, which kind of looks like little holes cropping up.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>If they find any, those get patched.\u003c/p>\n\u003cp>Tom says, after the Golden Gate and Bay Bridges were built, ferry ridership dropped dramatically. But when the 1989 Loma Prieta earthquake damaged the Bay Bridge, lawmakers realized people needed an alternative way to evacuate in an emergency.\u003c/p>\n\u003cp>Immediately following the earthquake, smaller ferry services picked up the slack. And in 2011, SF Bay Ferry was born.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>Our core mission is emergency water transit in the event of a natural disaster or another event that disrupts the existing transportation system in the Bay area. Since we have all the boats and terminals to be ready for that, we might as well, you known, moonlight as a ferry operator in the interim.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>It’s now grown to be the largest ferry operator in the region, carrying three quarters of passengers on its routes to San Francisco, South San Francisco,Vallejo, Richmond, Alameda and Oakland.\u003c/p>\n\u003cp>Every five or six years, all ferries need a little bit of extra maintenance love. That means using a lift to hoist the vessel out of the water. Then, maintenance crews get to work replacing stuff like the carpets, electronics and other technology.\u003c/p>\n\u003cp>Much of that more intensive maintenance also happens here in the bay.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>At our two maintenance facilities, we have one in Alameda, our Central Bay facility, and the second one is in Vallejo on Mare Island. They’re both on decommissioned military bases.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>After 25 years of service, vessels often have to be decommissioned because they no longer meet state emissions standards. So, they get sold to other states.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: We have a couple of boats in Alaska that are serving as whale watching boats and so yeah, they always seem to have a second life.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Music transition\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I know a lot more about how ferries get fixed, Adhiti, but I’m wondering about their future. So many transit agencies have really been struggling these past few years. So, how is the ferry system doing?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> SF Bay Ferry is actually seeing more people use its service now than it did before the pandemic. But like other transit agencies, they took a huge hit when commuters were told to stay home and shelter in place. Tom Hall said, when people started coming back, they saw different patterns emerging. With people working from home some days of the week, they can’t rely on consistent weekday ridership. But–\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>We’ve seen a tremendous amount of growth in our weekend ridership, which is why we have so much weekend service now.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Even though ridership is up now, they haven’t fully recovered. Both ferry services get some money from bridge tolls and local governments, but both still rely on fares. In fact, there’s a bond initiative making its way to the November ballot which could provide funding for BART and other transit agencies. If it passes, the two ferry agencies could get some money out of it.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Since people really like ferries, we often get questions about whether service will expand in the future. Can you tell us anything about that?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Well, SF Bay Ferry, which serves the East Bay, has long wanted to expand its service to Treasure Island and Mission Bay. And eventually, it could even run vessels to Berkeley and Redwood City too.\u003c/p>\n\u003cp>But something that’s happening sooner– Golden Gate Ferry, which operates in the North Bay, is slowly replacing their fleet of vessels with brand new ships, thanks to some federal dollars that came through. The first vessel hits the water next year. The new ships will have elevators, which will make the ships more accessible. They’ll also be more fuel efficient, and will have more bike parking.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Adhiti Bandlamudi covers housing and transit for KQED. Thanks so much for diving into this topic!\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> My pleasure! It was a wild, but mostly pleasant ride!\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Just like the ferries – KQED also needs some funding! Help us out by becoming a sustaining member. It’s an ongoing monthly donation that happens automatically – and you can change or cancel at any time. Learn more at \u003ca href=\"http://kqed.org/donate\">KQED.org/donate\u003c/a>. Thanks!\u003c/p>\n\u003cp>Olivia: Bay Curious is made by Katrina Schwartz, Christopher Beale and me Olivia Allen-Price.\u003c/p>\n\u003cp>We get extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a wonderful week.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"title": "Meet the Around-the-Clock Mechanics Keeping Golden Gate Ferries Moving | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>Kristen Breck remembers sitting in traffic on the \u003ca href=\"https://www.kqed.org/news/tag/richmond\">Richmond\u003c/a> Bridge and looking out on the water. She spotted a ferry coming in from Vallejo. Then she saw another one.\u003c/p>\n\u003cp>“I just thought, they’re so beautiful,” she said. “What happens if they get injured? Where do they go? Who is taking care of them?”\u003c/p>\n\u003cp>The Bay Area is home to two major public ferry agencies: SF Bay Ferry, serving the East Bay, and Golden Gate Ferry, which serves the North Bay. Last year, both agencies combined carried about 4 million passengers.\u003c/p>\n\u003cp>Ferries have long been an important mode of transportation in the region. Before the late 1930s, ferries were the primary way people got across the bay. But after the Bay and Golden Gate Bridges were constructed in 1936 and 1937, respectively, ferry ridership dwindled to “extinction levels,” according to Tom Hall, director of operations and customer experience at SF Bay Ferry.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While a number of smaller companies continued to ferry people across the bay, the region went without a major ferry agency for decades. In 1970, Golden Gate Ferry began service to the North Bay as a way to ease congestion on the Golden Gate Bridge.\u003c/p>\n\u003cp>Then, in 1989, the \u003ca href=\"https://www.kqed.org/science/1949362/how-loma-prieta-changed-earthquake-science-building-codes-and-the-bay-area\">Loma Prieta earthquake\u003c/a> hit.\u003c/p>\n\u003cp>The 6.9 magnitude earthquake, in which \u003ca href=\"https://pubs.usgs.gov/fs/2014/3092/pdf/fs2014-3092.pdf\">63 people died\u003c/a> and more than 3,700 were injured, collapsed a section of the Bay Bridge. It was unusable for about a month. Hall said that, after the disaster, officials realized they needed an alternative way to evacuate the city in cases of emergency.\u003c/p>\n\u003cfigure id=\"attachment_12078039\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078039\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00673_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers exit from the Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State and local officials started to plan for a ferry service to serve the East Bay. The Water Emergency Transportation Authority (WETA) was formed in 2007, and four years later, it started operating SF Bay Ferry.\u003c/p>\n\u003cp>“Our core mission is emergency water transit in the event of a natural disaster or another event that disrupts the existing transportation system in the Bay Area,” Hall said. “Since we have all the boats and terminals to be ready for that, we might as well moonlight as a ferry operator in the interim.”\u003c/p>\n\u003ch2>Keeping the ferries running\u003c/h2>\n\u003cp>“Imagine driving your vehicle to and from work all day long and doing it full speed — you’re probably going to have a decent amount of maintenance that needs to be required to keep your car running,” said Mike Hoffman, deputy general manager for Golden Gate Ferry. “It’s no different for our ferry vessels.”\u003c/p>\n\u003cp>Agencies send most ferries to maintenance shops located locally for quick fixes. Golden Gate Ferry’s maintenance shop, at the Larkspur terminal, handles everything from replacing lightbulbs to rebuilding engines.\u003c/p>\n\u003cfigure id=\"attachment_12078030\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078030\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00168_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mike Hoffman, the deputy general manager for Golden Gate Ferry, poses for a portrait at the shop where ferry machinery is maintained at the Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To avoid service delays, mechanics in groups of four work in shifts around the clock, seven days a week, to make sure the seven Golden Gate ferries are running smoothly.\u003c/p>\n\u003cp>“Back in 2001, there was a tech boom going on and a lot of friends and family were getting into the tech industry,” said Ray Garibaldi, who has worked as a ferry mechanic for the Golden Gate Transportation District since 2001. “I decided to stick with mechanical welding and fabricating. And it’s been a great career for me.”\u003c/p>\n\u003cp>He said every day brings a new problem to solve. One day, he might be making replacement parts and welding them in the metal shop. Other days, he is repairing water jets when they get clogged with fishing line and debris. If there are problems with the main engine, he will spend days in the hot engine room repairing the control system.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Meanwhile, across the bay, SF Bay Ferry operates 11 vessels, sailing from the San Francisco Ferry Building to several destinations in the East Bay, including Oakland, Richmond and Vallejo. For everyday maintenance, vessels are sent to decommissioned military bases in Alameda and Mare Island in Vallejo.\u003c/p>\n\u003cp>Every two years, the U.S. Coast Guard inspects ferries run by both agencies to make sure they are up to code. For those inspections, the ferries are sent to the decommissioned military bases so they can be hoisted out of the water — or “dry docked” — if needed.\u003c/p>\n\u003cp>Inspectors will look for signs of weakness in the hull of the vessel or any small water intrusions that might be on the surface of the vessel. They will also ride with crews to make sure safety measures are followed properly.\u003c/p>\n\u003cp>Ferries are dry-docked again every five or six years so crews can do more extensive repairs, including replacing carpets, repairing damaged seats and changing out older technology for updated systems.\u003c/p>\n\u003cp>To comply with California’s emissions standards, ferries are often decommissioned after 25 years. But Hall said the agencies often sell vessels to other states whose standards are less strict.\u003c/p>\n\u003cp>“We have a couple of boats in Alaska that are serving as whale watching boats,” Hall said. “They always seem to have a second life.”\u003c/p>\n\u003ch2>The future of Bay Area ferry service\u003c/h2>\n\u003cp>Ferry operators, like other public transportation agencies, struggled during the coronavirus pandemic and mandatory shelter-in-place orders. SF Bay Ferry’s ridership dropped to 6% of its normal capacity, Hall said. They immediately reduced service to two routes built around essential workers.\u003c/p>\n\u003cp>When people came back to work, different commuting patterns emerged. Before the pandemic, the agency could count on passengers five days a week.\u003c/p>\n\u003cfigure id=\"attachment_12078036\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078036\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00390_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Napa ferry is stationed at a servicing dock at Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But after the pandemic, with many people working from home at least some of the time, ridership has been less predictable. Hall said one of the most surprising changes has been a boost in weekend ridership.\u003c/p>\n\u003cp>“People were ready to go back out,” he said. “I think the fact that we have outdoor seating on all of the ferries helped us a ton because if you were uncomfortable being in an enclosed area with other people that you didn’t know, you [could] sit outside.”\u003c/p>\n\u003cp>As companies slowly called employees back into the office, the agency saw an uptick in ridership. Now, with the trend towards more weekend riding continuing, along with some weekday commuting, the agency is seeing more riders than it ever has. In May of 2026, it \u003ca href=\"https://sanfranciscobayferry.com/san-francisco-bay-ferry-sets-another-ridership-record-in-may/\">beat its all-time ridership\u003c/a> record for the third month in a row.\u003c/p>\n\u003cfigure id=\"attachment_12078040\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078040\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260324-BAYCURIOUSFERRY00383_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A replacement water jet sits on a servicing dock at Larkspur Ferry Terminal in Larkspur on March 24, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re on track to have our all-time best year in 2026, if things keep going the way they do,” Hall said. “That’s been gratifying to see people come back to the ferries.”\u003c/p>\n\u003cp>Ferry lovers will be excited to know that SF Bay Ferry someday hopes to expand its service to Treasure Island, Mission Bay, Berkeley and Redwood City. However, that expansion probably won’t happen anytime soon.\u003c/p>\n\u003cp>More immediately, riders of the Golden Gate ferries will start seeing new vessels in the rotation. Next year, the agency plans to start replacing its fleet, and the new boats will be more fuel efficient and will have elevators and more bike parking.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cem>Sounds water lapping\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Every time I ride a ferry across San Francisco Bay I feel a little fizz of excitement.\u003c/p>\n\u003cp>\u003cem>Ferry engine sounds along with lapping water\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Part of me knows that ferries are practical. A way a lot of people commute to work. But I mean look around – it’s hard not to get caught up in the romance of being on the water in such a gorgeous place.\u003c/p>\n\u003cp>Some people even ride them just for fun. Like Peggy Gallagher who was riding the Larkspur ferry with her sister, in from out of town.\u003c/p>\n\u003cp>\u003cstrong>Peggy Gallegher: \u003c/strong>I mean, we live in the Bay Area, the most beautiful area in the world. And you just kind of forget your troubles because everywhere you look is just another view.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>From the deck of the ferry there’s a great view of downtown San Francisco, Alcatraz and Angel Island, the Golden Gate Bridge…even Mount Tam. When you’re riding one, you can really appreciate the bay itself…the water at the heart of our region.\u003c/p>\n\u003cp>\u003cstrong>Kristen Breck: \u003c/strong>I think ferries really are emblematic of where we live and I love where we live.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Kristen Breck, our question asker today, doesn’t get to ride ferries as often as she’d like. But she sees them when she’s driving around. One day she was on the Richmond bridge looking out over the water when she saw a Vallejo ferry.\u003c/p>\n\u003cp>\u003cstrong>Kristen Breck: \u003c/strong>And I just thought, there’s just so beautiful. What happens if they get injured? I’d like to know how and where the Golden Gate ferries around the bay are serviced and fixed. What does it take to fix a ferry? Where does that work get done, and who does it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Ferries have long been an important mode of transportation in our region. Before the Golden Gate and Bay Bridges were built in the 1930s, ferries were the primary way to get to and from The City from the North and East Bay.\u003c/p>\n\u003cp>Now, more people drive than take ferries of course, but we still have two major public ferry services that together carry about 3 to 4 million passengers a year. SF Bay Ferry services the East Bay and Golden Gate Ferries serve the North Bay. KQED’s housing and transportation reporter Adhiti Bandlamudi checked in with both ferry agencies about how they manage and repair their vessels.\u003c/p>\n\u003cp>\u003cem>Sound of ferry commuters boarding\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> I join a group of commuters and tourists headed from the San Francisco Ferry building to Larkspur on a beautiful sunny day.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene : \u003c/strong>That was so easy, I could use my clipper card.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>I’m on my way to the maintenance shop housed at the Larkspur Ferry Terminal, where a lot of the Golden Gate Ferries get repairs.\u003c/p>\n\u003cp>\u003cstrong>Mike Hoffman: \u003c/strong>These ferry vessels go back and forth from San Francisco to Marin County all day long and they go full speed.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Mike Hoffman is the Deputy General Manager of Golden Gate Ferry.\u003c/p>\n\u003cp>\u003cstrong>Mike Hoffman: \u003c/strong>So imagine driving your vehicle to and from work all day along and doing it full speed, you’re probably going to have a decent amount of maintenance that needs to be required to keep your car running. It’s no different for our ferry vessels.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>The average ferry has a lifespan of about 25 years. And it’s mechanic Ray Garibaldi’s job to keep them running smoothly throughout.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Wow, okay. What is this?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray and I are looking at a ferry jet that has a fishing line and other debris caught in the rotors. It looks like the metal blade at the bottom of a blender…just much larger. All seven of Golden Gate Ferry’s vessels cycle through this shop at the Larkspur terminal at one time or another.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>We can be fabricating parts, welding, rebuilding water jets, working on the main engines, repairing the control systems. So every day is a little bit different.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>There are big machines all over the place– a bandsaw that cuts metal, a big crane and a huge workbench. The walls are lined with nuts and bolts organized into little cubbies.\u003c/p>\n\u003cp>Ray has been a ferry mechanic for the past 25 years.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Back in 2001, there was a tech boom going on and a lot of friends and family were getting into the tech industry and I decided to stick with mechanical welding, fabricating, and it’s been a great career for me.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>He and his colleagues at the Larkspur shop handle all the routine maintenance issues that come up. Everything from changing lightbulbs to fixing the main engine.\u003c/p>\n\u003cp>If the team can’t get a boat running safely, that will cause service delays.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>We have three shifts, seven days a week.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>There are usually four mechanics on each shift.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>And each shift kind of does things a little different. You know, day shift takes care of the terminals and rebuilding some of the major components and swing shift starts doing the maintenance and repairs and then graveyard kind of gets scheduled for. Get the boats ready to go out again in the morning if there’s any issues that need to be taken care of.\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray says, when he travels on a ferry now, he pays attention in a different way..\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Boats are like a big tuning fork you could have you know a problem in one part of the boat and the sound will travel through the boat and end up in a different spot.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>In addition to these routine maintenance needs, every ferry boat goes through inspections every 2-3 years…and major refurbishments every 5-6 years.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> More on that after this quick break.\u003c/p>\n\u003cp>\u003cem>Sponsor message\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We’ve learned what happens when one of our ferries needs day to day repairs, but where do they go when they need more intense repairs? KQED reporter Adhiti Bandlamudi takes us into a ferry’s engine room to find out.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Look closely next time you’re on a ferry, and you might notice a hatch on the floor.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene: \u003c/strong>Oh, this is where we’re going.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Ray Garibaldi leads me down a narrow ladder into the belly of the vessel.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> Okay, so, uh, where, where are we, Ray?\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Oh, we’re in the main engine room.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> Oh man, okay, we’re like basically surrounded by pipes and ducts and nice and toasty in here.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Yeah, it always stays warm in the engine room.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> When things break in this room, Ray is looking at a longer repair. Changing fuel pumps and other machinery can be week-long fixes. It’s warm in here… I’m starting to sweat.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi in scene:\u003c/strong> I would imagine if it’s like cold outside then it would be really nice to work in the engine.\u003c/p>\n\u003cp>\u003cstrong>Ray Garibaldi: \u003c/strong>Yes, it is.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>Every two years, the U.S. Coast Guard inspects the engine room to make sure everything is up to code. They also look for signs of weakness in the hull of the boat.\u003c/p>\n\u003cp>Tom Hall is the Director of Operations and Customer Experience of SF Bay Ferry serving the East Bay. He explains the aluminum boats are light and strong, but susceptible to water damage.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>So what they’re inspecting for is any intrusions, which kind of looks like little holes cropping up.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>If they find any, those get patched.\u003c/p>\n\u003cp>Tom says, after the Golden Gate and Bay Bridges were built, ferry ridership dropped dramatically. But when the 1989 Loma Prieta earthquake damaged the Bay Bridge, lawmakers realized people needed an alternative way to evacuate in an emergency.\u003c/p>\n\u003cp>Immediately following the earthquake, smaller ferry services picked up the slack. And in 2011, SF Bay Ferry was born.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>Our core mission is emergency water transit in the event of a natural disaster or another event that disrupts the existing transportation system in the Bay area. Since we have all the boats and terminals to be ready for that, we might as well, you known, moonlight as a ferry operator in the interim.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>It’s now grown to be the largest ferry operator in the region, carrying three quarters of passengers on its routes to San Francisco, South San Francisco,Vallejo, Richmond, Alameda and Oakland.\u003c/p>\n\u003cp>Every five or six years, all ferries need a little bit of extra maintenance love. That means using a lift to hoist the vessel out of the water. Then, maintenance crews get to work replacing stuff like the carpets, electronics and other technology.\u003c/p>\n\u003cp>Much of that more intensive maintenance also happens here in the bay.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>At our two maintenance facilities, we have one in Alameda, our Central Bay facility, and the second one is in Vallejo on Mare Island. They’re both on decommissioned military bases.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi: \u003c/strong>After 25 years of service, vessels often have to be decommissioned because they no longer meet state emissions standards. So, they get sold to other states.\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: We have a couple of boats in Alaska that are serving as whale watching boats and so yeah, they always seem to have a second life.\u003c/strong>\u003c/p>\n\u003cp>\u003cem>Music transition\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I know a lot more about how ferries get fixed, Adhiti, but I’m wondering about their future. So many transit agencies have really been struggling these past few years. So, how is the ferry system doing?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> SF Bay Ferry is actually seeing more people use its service now than it did before the pandemic. But like other transit agencies, they took a huge hit when commuters were told to stay home and shelter in place. Tom Hall said, when people started coming back, they saw different patterns emerging. With people working from home some days of the week, they can’t rely on consistent weekday ridership. But–\u003c/p>\n\u003cp>\u003cstrong>Tom Hall: \u003c/strong>We’ve seen a tremendous amount of growth in our weekend ridership, which is why we have so much weekend service now.\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Even though ridership is up now, they haven’t fully recovered. Both ferry services get some money from bridge tolls and local governments, but both still rely on fares. In fact, there’s a bond initiative making its way to the November ballot which could provide funding for BART and other transit agencies. If it passes, the two ferry agencies could get some money out of it.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Since people really like ferries, we often get questions about whether service will expand in the future. Can you tell us anything about that?\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> Well, SF Bay Ferry, which serves the East Bay, has long wanted to expand its service to Treasure Island and Mission Bay. And eventually, it could even run vessels to Berkeley and Redwood City too.\u003c/p>\n\u003cp>But something that’s happening sooner– Golden Gate Ferry, which operates in the North Bay, is slowly replacing their fleet of vessels with brand new ships, thanks to some federal dollars that came through. The first vessel hits the water next year. The new ships will have elevators, which will make the ships more accessible. They’ll also be more fuel efficient, and will have more bike parking.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Adhiti Bandlamudi covers housing and transit for KQED. Thanks so much for diving into this topic!\u003c/p>\n\u003cp>\u003cstrong>Adhiti Bandlamudi:\u003c/strong> My pleasure! It was a wild, but mostly pleasant ride!\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Just like the ferries – KQED also needs some funding! Help us out by becoming a sustaining member. It’s an ongoing monthly donation that happens automatically – and you can change or cancel at any time. Learn more at \u003ca href=\"http://kqed.org/donate\">KQED.org/donate\u003c/a>. Thanks!\u003c/p>\n\u003cp>Olivia: Bay Curious is made by Katrina Schwartz, Christopher Beale and me Olivia Allen-Price.\u003c/p>\n\u003cp>We get extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a wonderful week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "paying-for-parking-in-san-francisco-make-sure-youre-using-the-right-apps",
"title": "Paying for Parking in San Francisco? Make Sure You’re Using the Right Apps",
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"headTitle": "Paying for Parking in San Francisco? Make Sure You’re Using the Right Apps | KQED",
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"content": "\u003cp>Driving in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> is tough enough — hills, cyclists, Muni buses — but finding \u003cem>parking\u003c/em> in the city can be its own competitive sport.\u003c/p>\n\u003cp>And if you finally snag a parking spot and it’s one you need to pay for, get your phone ready. As of June, there are two new official apps available to pay for parking in San Francisco: \u003ca href=\"https://apps.apple.com/us/app/parkmobile-park-pay-go/id365399299\">ParkMobile\u003c/a> and \u003ca href=\"https://apps.apple.com/ca/app/hotspot-parking/id723185236\">HotSpot Parking\u003c/a>.\u003c/p>\n\u003cp>Both of these apps have now replaced PayByPhone, the app San Francisco drivers have used to pay meters and extend parking time since 2011. (While PayByPhone is still available for download in the App Store and Google Play Store, as of June 1, you can no longer buy parking time in San Francisco using this app.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials said the agency wants the two new apps to ultimately make driving and parking in the city a lot more convenient. “I’m not trying to give you a ticket — that’s not what I’m about,” said Viktoriya Wise, director of streets for SFMTA.\u003c/p>\n\u003cp>“We’re trying to make sure that you basically know when you have to pay, that you pay, that you keep your time limits and that it’s easy for you to do so,” she said.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#DoIhavetousetheseappstopayformyparkinginSanFrancisco\">Do I \u003cem>have\u003c/em> to use these apps to pay for my parking in San Francisco?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>How to pay for parking in San Francisco on your phone\u003c/h2>\n\u003cp>ParkMobile’s interface comes in green. HotSpot comes in red. And besides a few other small differences, each app does the exact same thing: process your payment for parking time in San Francisco.\u003c/p>\n\u003cp>You do \u003cem>not \u003c/em>need to download both apps, Wise said. But having two apps available gives drivers more options, she said. “It’s really up to the customer which app they prefer and which interface they prefer.”\u003c/p>\n\u003cfigure id=\"attachment_12086548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12086548 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A parking meter displays stickers for the ParkMobile app QR code and pay-by-phone mobile payment application on Aug. 28, 2024, in Redondo Beach, California. \u003ccite>(Patrick T. Fallon/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One way you can decide which app to download: Which other cities in California do you regularly drive and park in, or are you planning to visit soon? ParkMobile is already used by \u003ca href=\"https://parkmobile.io/parking/locations\">dozens of cities\u003c/a> in California, including Oakland, Berkeley, Sacramento and Los Angeles. Hotspot Parking is not used as extensively within the state, but it is much more popular among Canadian cities like Vancouver.\u003c/p>\n\u003cp>Once you’ve downloaded one of the two apps, you’ll enter your license plate along with your credit or debit card information. Payments made through these apps are subject to industry data security standards, Wise said.\u003c/p>\n\u003cp>“Credit card information is protected in the app, which is not something that SFMTA sees,” she said.\u003c/p>\n\u003cp>If you’re trying to buy parking time but you see that the app isn’t processing your payment, “please call the app and work it out with the app,” Wise said. You can contact the following phone numbers:\u003c/p>\n\u003cul>\n\u003cli>ParkMobile’s \u003ca href=\"https://parkmobile.io/businesses/contact-sales\">customer service line\u003c/a>: 877-727-5457\u003c/li>\n\u003cli>Hotspot Parking’s \u003ca href=\"https://www.htsp.ca/contact\">customer service line\u003c/a>: 1-855-712-5888\u003c/li>\n\u003c/ul>\n\u003ch2>I paid for my SF parking on the app. Now what?\u003c/h2>\n\u003cp>Once you’ve made the payment for your parking, from there, “you do not have to worry,” Wise said. “Everything is sent over to our parking control officers so they know that you have paid for your meter.”[aside postID=news_12084960 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/FIFAWorldCupLevisStadiumGetty.jpg']SFMTA officers will be checking the license plates of cars they see parked in paid spots and cross-referencing them to the list they have of vehicles that have purchased parking time on HotSpot or ParkMobile.\u003c/p>\n\u003cp>That’s why it’s important to make sure that the license plate you have listed on your app belongs to the car you’re paying for (so if you’re using your friend’s car, make sure that you actually aren’t paying for your own car with a different license plate).\u003c/p>\n\u003cp>When there’s less than 15 minutes left on your car’s parking meter, you will receive a notification on your phone letting you know. If you need to extend your parking time, you can add more time directly on the app without having to physically return to your car — but be mindful that some spots have certain time limits, even if you’re paying.\u003c/p>\n\u003cp>And if you’re visiting San Francisco for a concert or a special event, remember that many parking spots operate with \u003ca href=\"https://www.sfmta.com/demand-responsive-parking-pricing\">“demand-responsive pricing,”\u003c/a> which means that how much you pay for an hour of parking can change based on how busy the streets are that day. This includes most blocks in the city’s Financial District, but also popular commercial corridors like Valencia Street in the Mission District and Geary Boulevard in the Richmond District.\u003c/p>\n\u003ch2>\u003ca id=\"DoIhavetousetheseappstopayformyparkinginSanFrancisco\">\u003c/a>Do I have to now use these apps for all paid parking in San Francisco?\u003c/h2>\n\u003cp>No. SFMTA is still keeping physical meter machines available throughout the city, where you can use debit or credit cards.\u003c/p>\n\u003cp>On some streets, you can also pay using a digital kiosk that manages multiple spots at the same time.\u003c/p>\n\u003ch2>I paid with the app, but I still got a ticket. What can I do?\u003c/h2>\n\u003cp>According to SFTMA’s Wise, it is very unlikely that you would get a ticket if you paid for enough time on your phone using one of these apps. But \u003cem>if\u003c/em> that were to happen, she said, “Do not pay it.”\u003c/p>\n\u003cp>“You can absolutely contest it and just provide the receipt that you’ve paid for that vehicle and for that space,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11968149\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11968149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL.jpg\" alt=\"A diamond shaped metal parking meter with a digital face on a city street with a sticker that says, 'Monday - Saturday 9am-10pm.'\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A parking meter on 18th Street in San Francisco’s Potrero Hill neighborhood on Nov. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The back of your ticket will have instructions on how to contest the citation. You can \u003ca href=\"https://prdwmq.etimspayments.com/pbw/include/sanfrancisco/dispute_request.jsp\">fill out a form online\u003c/a> and also \u003ca href=\"https://wmq.etimspayments.com/pbw/include/sanfrancisco/input.jsp\">check the status\u003c/a> of your protest claim as SFMTA processes it. When you fill out the form, you can include screenshots from the app that show your payment.\u003c/p>\n\u003cp>“The app has all the receipts for your payment and when you paid, how you paid — so you can pull that up,” Wise said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "As of June, there are two new apps available for drivers in San Francisco to pay for their parking. Here’s how they work.",
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"title": "Paying for Parking in San Francisco? Make Sure You’re Using the Right Apps | KQED",
"description": "As of June, there are two new apps available for drivers in San Francisco to pay for their parking. Here’s how they work.",
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"headline": "Paying for Parking in San Francisco? Make Sure You’re Using the Right Apps",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Driving in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> is tough enough — hills, cyclists, Muni buses — but finding \u003cem>parking\u003c/em> in the city can be its own competitive sport.\u003c/p>\n\u003cp>And if you finally snag a parking spot and it’s one you need to pay for, get your phone ready. As of June, there are two new official apps available to pay for parking in San Francisco: \u003ca href=\"https://apps.apple.com/us/app/parkmobile-park-pay-go/id365399299\">ParkMobile\u003c/a> and \u003ca href=\"https://apps.apple.com/ca/app/hotspot-parking/id723185236\">HotSpot Parking\u003c/a>.\u003c/p>\n\u003cp>Both of these apps have now replaced PayByPhone, the app San Francisco drivers have used to pay meters and extend parking time since 2011. (While PayByPhone is still available for download in the App Store and Google Play Store, as of June 1, you can no longer buy parking time in San Francisco using this app.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials said the agency wants the two new apps to ultimately make driving and parking in the city a lot more convenient. “I’m not trying to give you a ticket — that’s not what I’m about,” said Viktoriya Wise, director of streets for SFMTA.\u003c/p>\n\u003cp>“We’re trying to make sure that you basically know when you have to pay, that you pay, that you keep your time limits and that it’s easy for you to do so,” she said.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#DoIhavetousetheseappstopayformyparkinginSanFrancisco\">Do I \u003cem>have\u003c/em> to use these apps to pay for my parking in San Francisco?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>How to pay for parking in San Francisco on your phone\u003c/h2>\n\u003cp>ParkMobile’s interface comes in green. HotSpot comes in red. And besides a few other small differences, each app does the exact same thing: process your payment for parking time in San Francisco.\u003c/p>\n\u003cp>You do \u003cem>not \u003c/em>need to download both apps, Wise said. But having two apps available gives drivers more options, she said. “It’s really up to the customer which app they prefer and which interface they prefer.”\u003c/p>\n\u003cfigure id=\"attachment_12086548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12086548 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/ParkMobileAppGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A parking meter displays stickers for the ParkMobile app QR code and pay-by-phone mobile payment application on Aug. 28, 2024, in Redondo Beach, California. \u003ccite>(Patrick T. Fallon/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One way you can decide which app to download: Which other cities in California do you regularly drive and park in, or are you planning to visit soon? ParkMobile is already used by \u003ca href=\"https://parkmobile.io/parking/locations\">dozens of cities\u003c/a> in California, including Oakland, Berkeley, Sacramento and Los Angeles. Hotspot Parking is not used as extensively within the state, but it is much more popular among Canadian cities like Vancouver.\u003c/p>\n\u003cp>Once you’ve downloaded one of the two apps, you’ll enter your license plate along with your credit or debit card information. Payments made through these apps are subject to industry data security standards, Wise said.\u003c/p>\n\u003cp>“Credit card information is protected in the app, which is not something that SFMTA sees,” she said.\u003c/p>\n\u003cp>If you’re trying to buy parking time but you see that the app isn’t processing your payment, “please call the app and work it out with the app,” Wise said. You can contact the following phone numbers:\u003c/p>\n\u003cul>\n\u003cli>ParkMobile’s \u003ca href=\"https://parkmobile.io/businesses/contact-sales\">customer service line\u003c/a>: 877-727-5457\u003c/li>\n\u003cli>Hotspot Parking’s \u003ca href=\"https://www.htsp.ca/contact\">customer service line\u003c/a>: 1-855-712-5888\u003c/li>\n\u003c/ul>\n\u003ch2>I paid for my SF parking on the app. Now what?\u003c/h2>\n\u003cp>Once you’ve made the payment for your parking, from there, “you do not have to worry,” Wise said. “Everything is sent over to our parking control officers so they know that you have paid for your meter.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>SFMTA officers will be checking the license plates of cars they see parked in paid spots and cross-referencing them to the list they have of vehicles that have purchased parking time on HotSpot or ParkMobile.\u003c/p>\n\u003cp>That’s why it’s important to make sure that the license plate you have listed on your app belongs to the car you’re paying for (so if you’re using your friend’s car, make sure that you actually aren’t paying for your own car with a different license plate).\u003c/p>\n\u003cp>When there’s less than 15 minutes left on your car’s parking meter, you will receive a notification on your phone letting you know. If you need to extend your parking time, you can add more time directly on the app without having to physically return to your car — but be mindful that some spots have certain time limits, even if you’re paying.\u003c/p>\n\u003cp>And if you’re visiting San Francisco for a concert or a special event, remember that many parking spots operate with \u003ca href=\"https://www.sfmta.com/demand-responsive-parking-pricing\">“demand-responsive pricing,”\u003c/a> which means that how much you pay for an hour of parking can change based on how busy the streets are that day. This includes most blocks in the city’s Financial District, but also popular commercial corridors like Valencia Street in the Mission District and Geary Boulevard in the Richmond District.\u003c/p>\n\u003ch2>\u003ca id=\"DoIhavetousetheseappstopayformyparkinginSanFrancisco\">\u003c/a>Do I have to now use these apps for all paid parking in San Francisco?\u003c/h2>\n\u003cp>No. SFMTA is still keeping physical meter machines available throughout the city, where you can use debit or credit cards.\u003c/p>\n\u003cp>On some streets, you can also pay using a digital kiosk that manages multiple spots at the same time.\u003c/p>\n\u003ch2>I paid with the app, but I still got a ticket. What can I do?\u003c/h2>\n\u003cp>According to SFTMA’s Wise, it is very unlikely that you would get a ticket if you paid for enough time on your phone using one of these apps. But \u003cem>if\u003c/em> that were to happen, she said, “Do not pay it.”\u003c/p>\n\u003cp>“You can absolutely contest it and just provide the receipt that you’ve paid for that vehicle and for that space,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11968149\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11968149\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL.jpg\" alt=\"A diamond shaped metal parking meter with a digital face on a city street with a sticker that says, 'Monday - Saturday 9am-10pm.'\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/231121-ParkingMeters-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A parking meter on 18th Street in San Francisco’s Potrero Hill neighborhood on Nov. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The back of your ticket will have instructions on how to contest the citation. You can \u003ca href=\"https://prdwmq.etimspayments.com/pbw/include/sanfrancisco/dispute_request.jsp\">fill out a form online\u003c/a> and also \u003ca href=\"https://wmq.etimspayments.com/pbw/include/sanfrancisco/input.jsp\">check the status\u003c/a> of your protest claim as SFMTA processes it. When you fill out the form, you can include screenshots from the app that show your payment.\u003c/p>\n\u003cp>“The app has all the receipts for your payment and when you paid, how you paid — so you can pull that up,” Wise said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus",
"title": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’",
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"headTitle": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ | KQED",
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"content": "\u003cp>Teenagers swarm the sidewalks outside San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/lowell-high-school\">Lowell High School\u003c/a> after the final bell. They’re hoping to board the 29-Sunset, affectionately known as the city’s school bus — if they can catch a ride.\u003c/p>\n\u003cp>Lowell junior Kaito Glaub watched as several packed buses came by and picked up a handful of students, leaving dozens behind.\u003c/p>\n\u003cp>“A lot of people use the 29,” he said. “Sometimes it’ll take like 30 minutes before you can get on.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>City officials and a group of high schoolers are trying to change that. Thanks to years of advocacy by the Lowell High School Transit Club and other riders, the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> is moving ahead with the second phase of an ambitious project to speed up the route and make it more reliable.\u003c/p>\n\u003cp>According to SFMTA data, over a quarter of all students take public transit or the yellow school bus to and from school. High schoolers lead the way, with 55% reporting that they take transit regularly.\u003c/p>\n\u003cfigure id=\"attachment_12083257\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083257\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dozens of passengers wait for the 29 Sunset bus on May 11, 2026, in San Francisco. The 14-mile route runs from the Presidio to Bayview via Parkmerced. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the line has long struggled with overcrowding, delays and reliability problems, particularly during the morning and afternoon school rushes. Students often watch multiple buses pass before they can board, while buses themselves become trapped in traffic and \u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">fall behind schedule\u003c/a> from frequent stops.\u003c/p>\n\u003cp>Phase Two of the 29-Sunset Improvement Project, approved May 19 by the SFMTA Board of Directors, includes bus stop consolidations, upgraded shelters and lighting, wider sidewalks, traffic-calming measures and infrastructure changes designed to reduce delays and overcrowding.\u003c/p>\n\u003cp>It focuses on the southern half of the route, stretching from Junipero Serra Boulevard and Holloway Avenue through Ingleside, the Excelsior and Bayview neighborhoods. Four of the nine communities the route serves are prioritized by the SFMTA as “equity neighborhoods,” meaning the majority of the route’s riders are low-income or people of color.\u003c/p>\n\u003cfigure id=\"attachment_12083263\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083263\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pandemic delayed portions of the project and temporarily shifted attention away from transit advocacy as schools shut down and ridership collapsed across the Muni system. But the 29-Sunset has rebounded faster than many other routes because it serves neighborhoods rather than downtown office commuters, the SFMTA said. Today, ridership has returned to 18,000 people daily, roughly 90% of pre-pandemic levels.\u003c/p>\n\u003cp>“We want the 29 to run on time for years to come,” SFMTA chief Julie Kirschbaum said. “It’s an example where, as we’ve seen ridership grow, we have invested in service and now this capital investment to reflect that growing demand.”\u003c/p>\n\u003cp>Phase One of the project cost about $9.5 million, funded using sources including $1 million in vehicle registration fees from the city’s Proposition AA, as well as regional programs like the One Bay Area Grant. Phase Two will cost $10 million, similarly drawing from local tax revenue and state and local grants.\u003c/p>\n\u003cfigure id=\"attachment_12083260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait at the 29 Sunset bus stop near Plymouth Avenue and Ocean Avenue on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For Lowell students, the changes represent the culmination of years of organizing.\u003c/p>\n\u003cp>The project began in 2019 after pressure from students who eventually formed the Lowell Transit Club, which attended public meetings, organized feedback campaigns and communicated directly with transit officials working on the first phase of the project, according to club president Quinn Luk.[aside postID=news_12082380 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/023_KQED_SanFrancisco_Coronavirus_03132020__qed.jpg']Woody Szydlik, 17, said he joined the club in part because his friends were involved — but the bigger reason was that he relies on the bus to commute from the Richmond neighborhood to Lowell. Like many riders, he has experienced delays that made him late to class.\u003c/p>\n\u003cp>“I just thought maybe I could do something to help that,” Szydlik said.\u003c/p>\n\u003cp>Brian Haagsman, outreach lead for the 29-Sunset Improvement Project, recently rode the route during a Monday afternoon school rush, watching students crowd onto packed buses outside Lowell and San Francisco State University.\u003c/p>\n\u003cp>“We’re seeing some intrepid high schoolers who are willing to get on, get on no matter what,” Haagsman said. “But we know that to make this a line that’s comfortable to ride, we need to make it reliable and have space to accommodate everyone who wants to ride the route.”\u003c/p>\n\u003cp>The route, he said, faces a difficult combination of challenges. Because so many schools dismiss students around the same time, buses suddenly fill with large groups of riders. Delays then compound as buses stop more frequently to pick up waiting passengers.\u003c/p>\n\u003cp>“When the bus gets delayed, then there might be a person or more people waiting at every single stop along the route,” Haagsman said. “That makes it get even more delayed. So then you have a bus that’s both delayed and might not have space for you.”\u003c/p>\n\u003cfigure id=\"attachment_12083261\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083261\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Brian Haagsman, public information officer for the San Francisco Municipal Transportation Agency, poses as he rides the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The SFMTA first identified major reliability problems on the route in a 2019 evaluation. Officials found that buses frequently bunched together, leaving two or three arriving at once after a long service gap, while heavy traffic and closely spaced bus stops slowed trips across the city.\u003c/p>\n\u003cp>As San Francisco’s longest daytime bus route, the 29-Sunset is particularly vulnerable to delays because problems in one neighborhood can ripple throughout the line.\u003c/p>\n\u003cp>“And so the intensity of use, the fact that schools all end at the same time, are just challenges within the route that make these types of investments so valuable,” Kirschbaum said.\u003c/p>\n\u003cp>Because of the route’s size, the agency split the improvement effort into two phases. The first focused on the western section of the route and was coordinated with a repaving project already underway on Sunset Boulevard.\u003c/p>\n\u003cp>That phase introduced changes that were part of SFMTA’s ongoing Muni Forward initiative, including upgraded boarding islands and transit signal priority, which allows buses to receive extended green lights at intersections, reducing the amount of time they spend sitting in traffic.\u003c/p>\n\u003cp>Some bus stops were consolidated, and stops were moved from the near side of intersections to the far side.\u003c/p>\n\u003cp>“Simply by moving the bus back to the stop sign, the bus stops once,” Haagsman said, as the bus cruised down Winston Drive towards Buckingham Way near Stonestown Galleria. “It’s faster, more reliable, and it’s one small change that helps improve the ride for everyone.”\u003c/p>\n\u003cfigure id=\"attachment_12083264\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083264\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Michael Roccaforte, deputy spokesperson for the San Francisco Municipal Transportation Agency, stands aboard the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Plans to remove or relocate bus stops that officials consider redundant or underused drew some debate, but SFMTA planners argue that many stops are spaced too closely together, forcing buses to stop more often than necessary and contributing to delays.\u003c/p>\n\u003cp>Agency officials say they relied heavily on ridership data and community outreach to make those decisions. Every Muni bus tracks how many passengers board and exit at each stop, allowing planners to identify which stops are busiest and which see relatively little use. Haagsman conducted bus tours, stopping along the way to discuss conditions at locations such as Mansell Street and Visitacion Avenue in McLaren Park, where installation of a shelter is now proposed.\u003c/p>\n\u003cp>In their outreach, “what we heard consistently was people need a bus that is reliable,” Haagsman said.\u003c/p>\n\u003cp>The SFMTA estimates that some Phase One improvements reduced round-trip travel times by as much as 15 minutes. Phase Two continues many of those same strategies on the southern half of the route.\u003c/p>\n\u003cp>Plans include upgraded shelters and lighting at stops, wider sidewalks, new transit bulbs — sidewalk extensions that allow passengers to board buses directly from the curb — and additional traffic-calming infrastructure. Haagsman said those changes will not only improve transit reliability but also make streets safer for pedestrians.\u003c/p>\n\u003cp>The project also targets several corridors that are part of San Francisco’s High Injury Network, a designation for streets with higher-than-average rates of \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">severe traffic collisions\u003c/a>.\u003c/p>\n\u003cp>Students in the Lowell Transit Club, meanwhile, said their work continues. Members are now advocating for a future 29-Rapid line that would provide faster, limited-stop service across the corridor.\u003c/p>\n\u003cp>They have also begun organizing around broader regional transit funding efforts, including the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax measure\u003c/a> on November’s ballot that is expected to generate around $1 billion a year for agencies such as BART, Muni, AC Transit and Caltrain, even if the majority of the club’s members are too young to vote.\u003c/p>\n\u003cp>Kirschbaum said the SFMTA recognizes the potential benefits of a Rapid route but said that the agency needs to stabilize funding first. Quick build improvements for Phase Two are set to roll out through this summer, with larger improvements slated through 2028.\u003c/p>\n\u003cp>\u003cem>June 8: An earlier version of this story misstated the number of students who ride the 29-Sunset bus daily. About 12% of the bus’ riders are students, which is higher than the average on other lines.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Muni’s 29-Sunset bus, which serves more than 35 schools, is often overcrowded and late. After years of student advocacy, SFMTA is rolling out millions of dollars in improvements.",
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"title": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Teenagers swarm the sidewalks outside San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/lowell-high-school\">Lowell High School\u003c/a> after the final bell. They’re hoping to board the 29-Sunset, affectionately known as the city’s school bus — if they can catch a ride.\u003c/p>\n\u003cp>Lowell junior Kaito Glaub watched as several packed buses came by and picked up a handful of students, leaving dozens behind.\u003c/p>\n\u003cp>“A lot of people use the 29,” he said. “Sometimes it’ll take like 30 minutes before you can get on.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>City officials and a group of high schoolers are trying to change that. Thanks to years of advocacy by the Lowell High School Transit Club and other riders, the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> is moving ahead with the second phase of an ambitious project to speed up the route and make it more reliable.\u003c/p>\n\u003cp>According to SFMTA data, over a quarter of all students take public transit or the yellow school bus to and from school. High schoolers lead the way, with 55% reporting that they take transit regularly.\u003c/p>\n\u003cfigure id=\"attachment_12083257\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083257\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dozens of passengers wait for the 29 Sunset bus on May 11, 2026, in San Francisco. The 14-mile route runs from the Presidio to Bayview via Parkmerced. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the line has long struggled with overcrowding, delays and reliability problems, particularly during the morning and afternoon school rushes. Students often watch multiple buses pass before they can board, while buses themselves become trapped in traffic and \u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">fall behind schedule\u003c/a> from frequent stops.\u003c/p>\n\u003cp>Phase Two of the 29-Sunset Improvement Project, approved May 19 by the SFMTA Board of Directors, includes bus stop consolidations, upgraded shelters and lighting, wider sidewalks, traffic-calming measures and infrastructure changes designed to reduce delays and overcrowding.\u003c/p>\n\u003cp>It focuses on the southern half of the route, stretching from Junipero Serra Boulevard and Holloway Avenue through Ingleside, the Excelsior and Bayview neighborhoods. Four of the nine communities the route serves are prioritized by the SFMTA as “equity neighborhoods,” meaning the majority of the route’s riders are low-income or people of color.\u003c/p>\n\u003cfigure id=\"attachment_12083263\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083263\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pandemic delayed portions of the project and temporarily shifted attention away from transit advocacy as schools shut down and ridership collapsed across the Muni system. But the 29-Sunset has rebounded faster than many other routes because it serves neighborhoods rather than downtown office commuters, the SFMTA said. Today, ridership has returned to 18,000 people daily, roughly 90% of pre-pandemic levels.\u003c/p>\n\u003cp>“We want the 29 to run on time for years to come,” SFMTA chief Julie Kirschbaum said. “It’s an example where, as we’ve seen ridership grow, we have invested in service and now this capital investment to reflect that growing demand.”\u003c/p>\n\u003cp>Phase One of the project cost about $9.5 million, funded using sources including $1 million in vehicle registration fees from the city’s Proposition AA, as well as regional programs like the One Bay Area Grant. Phase Two will cost $10 million, similarly drawing from local tax revenue and state and local grants.\u003c/p>\n\u003cfigure id=\"attachment_12083260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait at the 29 Sunset bus stop near Plymouth Avenue and Ocean Avenue on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For Lowell students, the changes represent the culmination of years of organizing.\u003c/p>\n\u003cp>The project began in 2019 after pressure from students who eventually formed the Lowell Transit Club, which attended public meetings, organized feedback campaigns and communicated directly with transit officials working on the first phase of the project, according to club president Quinn Luk.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Woody Szydlik, 17, said he joined the club in part because his friends were involved — but the bigger reason was that he relies on the bus to commute from the Richmond neighborhood to Lowell. Like many riders, he has experienced delays that made him late to class.\u003c/p>\n\u003cp>“I just thought maybe I could do something to help that,” Szydlik said.\u003c/p>\n\u003cp>Brian Haagsman, outreach lead for the 29-Sunset Improvement Project, recently rode the route during a Monday afternoon school rush, watching students crowd onto packed buses outside Lowell and San Francisco State University.\u003c/p>\n\u003cp>“We’re seeing some intrepid high schoolers who are willing to get on, get on no matter what,” Haagsman said. “But we know that to make this a line that’s comfortable to ride, we need to make it reliable and have space to accommodate everyone who wants to ride the route.”\u003c/p>\n\u003cp>The route, he said, faces a difficult combination of challenges. Because so many schools dismiss students around the same time, buses suddenly fill with large groups of riders. Delays then compound as buses stop more frequently to pick up waiting passengers.\u003c/p>\n\u003cp>“When the bus gets delayed, then there might be a person or more people waiting at every single stop along the route,” Haagsman said. “That makes it get even more delayed. So then you have a bus that’s both delayed and might not have space for you.”\u003c/p>\n\u003cfigure id=\"attachment_12083261\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083261\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Brian Haagsman, public information officer for the San Francisco Municipal Transportation Agency, poses as he rides the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The SFMTA first identified major reliability problems on the route in a 2019 evaluation. Officials found that buses frequently bunched together, leaving two or three arriving at once after a long service gap, while heavy traffic and closely spaced bus stops slowed trips across the city.\u003c/p>\n\u003cp>As San Francisco’s longest daytime bus route, the 29-Sunset is particularly vulnerable to delays because problems in one neighborhood can ripple throughout the line.\u003c/p>\n\u003cp>“And so the intensity of use, the fact that schools all end at the same time, are just challenges within the route that make these types of investments so valuable,” Kirschbaum said.\u003c/p>\n\u003cp>Because of the route’s size, the agency split the improvement effort into two phases. The first focused on the western section of the route and was coordinated with a repaving project already underway on Sunset Boulevard.\u003c/p>\n\u003cp>That phase introduced changes that were part of SFMTA’s ongoing Muni Forward initiative, including upgraded boarding islands and transit signal priority, which allows buses to receive extended green lights at intersections, reducing the amount of time they spend sitting in traffic.\u003c/p>\n\u003cp>Some bus stops were consolidated, and stops were moved from the near side of intersections to the far side.\u003c/p>\n\u003cp>“Simply by moving the bus back to the stop sign, the bus stops once,” Haagsman said, as the bus cruised down Winston Drive towards Buckingham Way near Stonestown Galleria. “It’s faster, more reliable, and it’s one small change that helps improve the ride for everyone.”\u003c/p>\n\u003cfigure id=\"attachment_12083264\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083264\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Michael Roccaforte, deputy spokesperson for the San Francisco Municipal Transportation Agency, stands aboard the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Plans to remove or relocate bus stops that officials consider redundant or underused drew some debate, but SFMTA planners argue that many stops are spaced too closely together, forcing buses to stop more often than necessary and contributing to delays.\u003c/p>\n\u003cp>Agency officials say they relied heavily on ridership data and community outreach to make those decisions. Every Muni bus tracks how many passengers board and exit at each stop, allowing planners to identify which stops are busiest and which see relatively little use. Haagsman conducted bus tours, stopping along the way to discuss conditions at locations such as Mansell Street and Visitacion Avenue in McLaren Park, where installation of a shelter is now proposed.\u003c/p>\n\u003cp>In their outreach, “what we heard consistently was people need a bus that is reliable,” Haagsman said.\u003c/p>\n\u003cp>The SFMTA estimates that some Phase One improvements reduced round-trip travel times by as much as 15 minutes. Phase Two continues many of those same strategies on the southern half of the route.\u003c/p>\n\u003cp>Plans include upgraded shelters and lighting at stops, wider sidewalks, new transit bulbs — sidewalk extensions that allow passengers to board buses directly from the curb — and additional traffic-calming infrastructure. Haagsman said those changes will not only improve transit reliability but also make streets safer for pedestrians.\u003c/p>\n\u003cp>The project also targets several corridors that are part of San Francisco’s High Injury Network, a designation for streets with higher-than-average rates of \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">severe traffic collisions\u003c/a>.\u003c/p>\n\u003cp>Students in the Lowell Transit Club, meanwhile, said their work continues. Members are now advocating for a future 29-Rapid line that would provide faster, limited-stop service across the corridor.\u003c/p>\n\u003cp>They have also begun organizing around broader regional transit funding efforts, including the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax measure\u003c/a> on November’s ballot that is expected to generate around $1 billion a year for agencies such as BART, Muni, AC Transit and Caltrain, even if the majority of the club’s members are too young to vote.\u003c/p>\n\u003cp>Kirschbaum said the SFMTA recognizes the potential benefits of a Rapid route but said that the agency needs to stabilize funding first. Quick build improvements for Phase Two are set to roll out through this summer, with larger improvements slated through 2028.\u003c/p>\n\u003cp>\u003cem>June 8: An earlier version of this story misstated the number of students who ride the 29-Sunset bus daily. About 12% of the bus’ riders are students, which is higher than the average on other lines.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "world-cup-tickets-levis-stadium-santa-clara-parking-bart-vta-capitol-corridor",
"title": "Got World Cup Tickets? What to Know About Getting to a Match in Santa Clara",
"publishDate": 1780690614,
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"headTitle": "Got World Cup Tickets? What to Know About Getting to a Match in Santa Clara | KQED",
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"content": "\u003cp>This month, the World Cup is coming to \u003ca href=\"https://www.kqed.org/news/tag/levis-stadium\">Levi’s Stadium\u003c/a> in Santa Clara.\u003c/p>\n\u003cp>Over two weeks beginning on June 13, the stadium — also known as “San Francisco Bay Area Stadium” for the purposes of the World Cup — will host six matches, including one elimination match, as part of a worldwide celebration of soccer that happens once every four years.\u003c/p>\n\u003cp>With events at Levi’s Stadium already \u003ca href=\"https://www.sfgate.com/49ers/article/49ers-cowboys-game-traffic-jam-17734652.php\">infamous\u003c/a> for causing hourslong traffic jams, local leaders are encouraging the tens of thousands of fans expected to attend each match to take public transportation instead of driving.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Bay Area’s public transit agencies are rolling out extended schedules to accommodate night games that are likely to end around midnight, discounted multi-day fare passes and increased service to make sure fans are able to get to and from games.\u003c/p>\n\u003cp>So whether you’re a Bay Area local who’s snagged World Cup tickets or you’re visiting our region from out of town, consider leaving your car — and definitely that \u003ca href=\"https://theworld.org/stories/2016/07/30/world-cups-official-instrument-now-banned-world-cup\">vuvuzela \u003c/a>— at home and keep reading for how to get to and from Levi’s Stadium on public transit. (And if you’re \u003cem>really \u003c/em>determined to drive there, we’ve got information on where to find parking at Levi’s Stadium, too.)\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#CanIstillgetticketstoWorldCupmatchesinSantaClara\">Can I still get tickets to World Cup matches in Santa Clara?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#HowcanIgethomefromWorldCupnightgamesonpublictransit\">How can I get home from World Cup night games on public transit?\u003c/a> \u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatstheparkingsituationatLevisStadium\">What’s the parking situation at Levi’s Stadium?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What matches are being played at San Francisco Bay Area Stadium (Levi’s Stadium)\u003c/h2>\n\u003cp>There are\u003ca href=\"https://www.kqed.org/news/12083101/world-cup-2026-bay-area-games-where-is-fifa-world-cup-santa-clara-levis-stadium-tickets-fan-zone-watch-parties\"> six World Cup matches at Levi’s Stadium\u003c/a>: five “group stage matches and one “Round of 32” match.\u003c/p>\n\u003cp>\u003cstrong>Group B: Qatar vs. Switzerland\u003c/strong>\u003c/p>\n\u003cp>Saturday, June 13 at 12 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group J: Austria vs. Jordan\u003c/strong>\u003c/p>\n\u003cp>Tuesday, June 16 at 9 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group D: Türkiye vs. Paraguay\u003c/strong>\u003c/p>\n\u003cp>Friday, June 19 at 8 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12085857\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085857\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty.jpg\" alt=\"\" width=\"2000\" height=\"1372\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty-1536x1054.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Turkey’s player Kerem Kesgin (8) duels for the ball against Paraguay’s Luis Zarate (15) during the FIFA U-17 World Cup match between Turkey and Paraguay in Mumbai, India, on Oct. 12, 2017. \u003ccite>(Imtiyaz Shaikh/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Group J: Jordan vs. Algeria\u003c/strong>\u003c/p>\n\u003cp>Monday, June 22 at 8 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group D: Paraguay vs. Australia\u003c/strong>\u003c/p>\n\u003cp>Thursday, June 25 at 7 p.m.\u003c/p>\n\u003cp>Levi’s Stadium will then host one knockout match:\u003c/p>\n\u003cp>\u003cstrong>Top-scoring team from Group D vs. the third-best team from either Group B, E, F, I or J\u003c/strong>\u003c/p>\n\u003cp>Wednesday, July 1 at 5 p.m.\u003c/p>\n\u003ch2>\u003ca id=\"CanIstillgetticketstoWorldCupmatchesinSantaClara\">\u003c/a>Can I still get World Cup tickets for the Santa Clara matches this month?\u003c/h2>\n\u003cp>Yes, at the time of publication, some tickets were still available — but that might change. Check out \u003ca href=\"https://www.fifa.com/en/tournaments/mens/worldcup/canadamexicousa2026/tickets\">FIFA’s ticket portal\u003c/a>, which includes last-minute sales and verified resales. You can also look for tickets on a verified resale website, such as \u003ca href=\"https://www.ticketmaster.com/soccer\">Ticketmaster \u003c/a>or \u003ca href=\"https://www.stubhub.com/world-cup-tickets/grouping/45410\">StubHub\u003c/a>.\u003c/p>\n\u003cp>We recommend reading \u003ca href=\"https://www.kqed.org/news/12084228/dont-fall-for-world-cup-ticket-scams-in-california\">our guide on how to avoid World Cup resale ticket scams\u003c/a> first, though.\u003c/p>\n\u003ch2>How many people are expected to come to the Bay Area for the World Cup?\u003c/h2>\n\u003cp>The Bay Area Host Committee, which plans for major events like Super Bowl LX and the upcoming 2028 Summer Olympics, is expecting 260,000 visitors from outside the Bay Area over the course of the region’s World Cup matches — according to Zaileen Janmohamed, the host committee’s CEO and president.\u003c/p>\n\u003cp>Compared to \u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\">Super Bowl LX\u003c/a>, which Levi’s Stadium hosted in February, the World Cup’s Bay Area engagements are longer and more spread out, with \u003ca href=\"https://www.kqed.org/news/12083101/world-cup-2026-bay-area-games-where-is-fifa-world-cup-santa-clara-levis-stadium-tickets-fan-zone-watch-parties\">fan-related activities and experiences \u003c/a>spanning multiple locations and weeks.\u003c/p>\n\u003cfigure id=\"attachment_12076519\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12076519\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504.jpg\" alt=\"\" width=\"1980\" height=\"1321\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Adidas FIFA World Cup soccer ball is seen on a FIFA x NFL chair in the Media Center ahead of Super Bowl LX on Feb. 4, 2026, at the Moscone Center in San Francisco, California. \u003ccite>(Matthew Huang/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“From a transit perspective, that means planning for repeated waves of movement across counties, venues, hotels and neighborhoods,” Janmohamed said — “for both local fans and a higher percentage of global visitors navigating the Bay Area for the first time.”\u003c/p>\n\u003cp>This is the first time one region has hosted both the Super Bowl and the World Cup in the same year, Janmohamed said.\u003c/p>\n\u003ch2>\u003ca id=\"HowcanIgethomefromWorldCupnightgamesonpublictransit\">\u003c/a>How do I get to Levi’s Stadium using public transportation?\u003c/h2>\n\u003cp>There are three transit agencies that will get you to the front door of Levi’s Stadium: Capitol Corridor, ACE Rail and the Santa Clara Valley Transportation Authority or VTA. And if you aren’t close to one of their stops, there are multiple ways to transfer to them from other transit agencies.\u003c/p>\n\u003cp>Here are the agencies that are changing their service schedules to accommodate World Cup fans.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>The Santa Clara Valley Transportation Authority provides bus, light rail and paratransit services in Santa Clara County.\u003c/p>\n\u003cp>Great America and Lick Mill are the VTA stations closest to Levi’s Stadium.\u003c/p>\n\u003cfigure id=\"attachment_12072787\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072787 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl attendees ride VTA to Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For information on fares, inter-agency transfers and where to park at VTA stations, check out the agency’s \u003ca href=\"https://worldcup.vta.org/fares\">World Cup page\u003c/a>.\u003c/p>\n\u003cp>VTA is expecting to carry as many as 15,000 people in and out of each match at Levi’s Stadium, according to Stacey Hendler Ross, the agency’s public information officer.\u003c/p>\n\u003cp>Hendler Ross said the agency will be adjusting routes to accommodate an expected increase in local riders heading to the stadium. For instance, the blue line will serve Levi’s Stadium for World Cup matches, instead of traveling straight to its scheduled stop in Bay Point.\u003c/p>\n\u003cp>“ We’ll be running additional light rail service before and after matches, with trains serving the stadium every 10 minutes from Mountain View Transit Center, which connects to Caltrain — and every twenty minutes from the Milpitas Transit Center in downtown San José, which connects with BART,” Hendler Ross said.\u003c/p>\n\u003cp>The agency says it’ll let riders know more information by email, SMS and VTA’s \u003ca href=\"https://x.com/vtaservice\">service updates on X\u003c/a>. \u003ca href=\"https://worldcup.vta.org/updates\">Sign up for route change updates for each match here.\u003c/a>\u003c/p>\n\u003cp>“We are hoping to put out a lot of messaging about that so that people know that the service plan is going to be a little bit different than it is for every day,” Hendler Ross said.\u003c/p>\n\u003cp>For late-night games, Hendler Ross said VTA will guarantee service for up to about two hours after the end of each match.\u003c/p>\n\u003cp>“ If there are still hundreds of people on the platform two hours after the game, obviously we’re going to continue our service to get people where they need to go,” Hendler Ross said.\u003c/p>\n\u003cp>Hendler Ross also recommends using the \u003ca href=\"https://transitapp.com/\">Transit app\u003c/a> for trip planning.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.vta.org/go/fares\">paying for VTA rides\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>ACE Rail\u003c/strong>\u003c/p>\n\u003cp>ACE Rail connects Central Valley communities with the East and South Bay Area.\u003c/p>\n\u003cp>The agency is planning additional services for three World Cup matches. Take a look at the \u003ca href=\"https://acerail.com/event-train/\">ACE Rail schedule. \u003c/a>\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://acerail.com/tickets/\">paying for ACE Rail here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Capitol Corridor\u003c/strong>\u003c/p>\n\u003cp>The Capitol Corridor connects the Sacramento area with the Bay Area by train, taking passengers from as far away as Rocklin and Auburn directly to Levi’s Stadium. The railway also provides easy transfers to BART and VTA.\u003c/p>\n\u003cp>Capitol Corridor is planning special match day service for five of the latest matches at Levi’s. The agency has a \u003ca href=\"https://www.capitolcorridor.org/fwc26-sfbayarea/\">World Cup page \u003c/a>including \u003ca href=\"https://www.capitolcorridor.org/trainschedule/FIFA-Train-Schedule_2026.pdf?v=28052026\">service adjustments\u003c/a>.\u003c/p>\n\u003cp>For evening and night games, Capitol Corridor will time its final departure from Levi’s Stadium to 15 minutes after the match is expected to end, according to Rob Padgette, the managing director of Capitol Corridor.\u003c/p>\n\u003cp>That means if you are taking Capitol Corridor to the game, you’ll want to leave the stadium \u003cem>right \u003c/em>after the match ends to ensure you catch your train home.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11932707 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor at Alviso on the south end of San Francisco Bay. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Padgette also suggests riders \u003ca href=\"https://www.capitolcorridor.org/\">buy their ticket\u003c/a> in advance to make sure they get a seat. “ Because we expect a lot of fans to ride, we’re going to cap the number of sales on the train,” Padgette said.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.capitolcorridor.org/tickets/\">paying for Capitol Corridor rides here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>Caltrain connects Santa Clara County to San Francisco by rail, passing through Silicon Valley, Stanford and San Mateo County on the way.\u003c/p>\n\u003cp>If you plan to take Caltrain to Levi’s Stadium, get off at the \u003ca href=\"https://www.caltrain.com/station/mountainview\">Mountain View station\u003c/a> and transfer to \u003ca href=\"https://www.vta.org/go/routes/orange-line\">VTA’s Orange Line\u003c/a> and ride towards Alum Rock station and get off at Great America station. VTA recommends entering and exiting the stadium through \u003ca href=\"https://www.google.com/maps/place/4900+Centennial+Blvd+Intel+Gate+A,+Santa+Clara,+CA+95054/@37.4027987,-121.9717298,431m/data=!3m1!1e3!4m14!1m7!3m6!1s0x808fc9c827c5f0df:0x11455a372e1f7d18!2sLevi's+Stadium!8m2!3d37.4033165!4d-121.9693774!16s%2Fm%2F0269w0y!3m5!1s0x808fc9b7fe7b6d4b:0x40de625050fafeb7!8m2!3d37.4037655!4d-121.9712125!16s%2Fg%2F11f48k_zld?entry=ttu&g_ep=EgoyMDI2MDUyNi4wIKXMDSoASAFQAw%3D%3D\">Gate A\u003c/a> to get back to the Orange Line.\u003c/p>\n\u003cp>The agency is planning its regular \u003ca href=\"https://www.caltrain.com/worldcup26?active_tab=route_explorer_tab&destination=7021\">half-hourly service\u003c/a> for World Cup matches, with additional trains on top of that, Caltrain public information officer Dan Lieberman said.\u003c/p>\n\u003cp>“We’re going to have one or two scheduled additional post-game trains for each match, while also keeping an additional train on standby if crowds necessitate it,” Lieberman said.\u003c/p>\n\u003cp>Lieberman said Caltrain will publish specific \u003ca href=\"https://www.caltrain.com/about-caltrain/caltrain-news\">service plans for each match online soon\u003c/a>.\u003c/p>\n\u003cp>Learn more about paying for \u003ca href=\"https://www.caltrain.com/fares\">Caltrain fares\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>Bay Area Rapid Transit serves five Bay Area counties, connecting a wide swath of the East Bay with San Francisco and the South Bay.\u003c/p>\n\u003cp>To get to Levi’s Stadium, BART recommends riders take its Green or Orange Line (labeled “Berryessa” or “OAK/Berryessa”) to Milpitas Station and use the pedestrian bridge to transfer to VTA’s Orange Line and then get off at Lick Mill Station. To get back to VTA after the match, follow “Gate F” signs while exiting the stadium.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12080719 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The last scheduled BART train that stops at all stations systemwide leaves Milpitas at 11:53 p.m., heading towards the East Bay and San Francisco. But the agency is adding special limited-express service after midnight for matches that start at 8 p.m. and 9 p.m.\u003c/p>\n\u003cp>Those trains will generally depart Milpitas every 30 minutes between 12:30 a.m. and 1:40 a.m., depending on how long it takes to clear the stadium and timed transfers with VTA.\u003c/p>\n\u003cp>Riders taking these special limited-express service trains should note that the trains will \u003cem>not \u003c/em>stop at all BART stations. Instead, they’ll l only serve the following BART stations:\u003c/p>\n\u003cul>\n\u003cli>Bay Fair\u003c/li>\n\u003cli>Dublin\u003c/li>\n\u003cli>MacArthur\u003c/li>\n\u003cli>El Cerrito del Norte\u003c/li>\n\u003cli>Pleasant Hill\u003c/li>\n\u003cli>Powell Street\u003c/li>\n\u003c/ul>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-11935689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/gettyimages-1448202231-01daa7c0eabc9dfe5eff17bfe429ac097ee645ce-scaled-e1780442735101.jpg\" alt=\"\" width=\"2000\" height=\"1500\">So if you plan to drive to a BART station and park your car, make sure you park at one of those stations to avoid getting stranded carless.\u003c/p>\n\u003cp>Find more details about special service on \u003ca href=\"https://www.bart.gov/news/fun/fifaworldcup\">BART’s World Cup page\u003c/a>.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.bart.gov/tickets\">BART fares\u003c/a> here.\u003c/p>\n\u003cp>\u003cstrong>Muni \u003c/strong>\u003c/p>\n\u003cp>Muni is the public transit agency serving the city of San Francisco.\u003c/p>\n\u003cp>To get to Levi’s Stadium, riders can take Muni routes like the \u003ca href=\"https://www.sfmta.com/routes/30-stockton\">30 Stockton\u003c/a> bus, \u003ca href=\"https://www.sfmta.com/routes/45-unionstockton\">45 Union/Stockton\u003c/a> bus and the \u003ca href=\"https://www.sfmta.com/routes/t-third-street\">T Third Street\u003c/a> train and transfer to either BART or Caltrain and then transfer to VTA.\u003c/p>\n\u003cp>The agency is planning \u003ca href=\"https://www.sfmta.com/travel-updates/fifa-world-cup-26%E2%84%A2-sf-bay-area\">additional bus shuttle service\u003c/a> for nighttime World Cup matches.\u003c/p>\n\u003cp>The shuttle will operate between Union Square, the SoMa neighborhood, the Powell Street BART station and Caltrain’s Fourth and King Station, using the 45 Union/Stockton route. The shuttle will operate as late as 3:15 a.m., depending on the day. \u003ca href=\"https://www.sfmta.com/travel-updates/fifa-world-cup-26%E2%84%A2-sf-bay-area\">Check here for specific shuttle times.\u003c/a>\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni fares\u003c/a>.\u003c/p>\n\u003ch2>How do I pay for public transit to get to World Cup matches at Levi’s Stadium?\u003c/h2>\n\u003cp>There are a number of different ways to pay your fare.\u003c/p>\n\u003cp>\u003cstrong>Tap to pay with a chip-enabled credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Most transit agencies that will get you to Levi’s Stadium accept chip-enabled credit or debit cards as a form of payment. Just tap your card on the card reader as you enter a station or board a vehicle, and in some cases, tap when you exit.\u003c/p>\n\u003cp>Two exceptions to know: Capitol Corridor accepts tap to pay, \u003ca href=\"https://www.capitolcorridor.org/tap2ride/\">but it requires registration ahead of time. \u003c/a>ACE Rail does not accept tap to pay.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Clipper\u003c/strong>\u003c/p>\n\u003cp>Most Bay Area transit agencies accept \u003ca href=\"https://www.clippercard.com/\">Clipper\u003c/a>, a fare payment platform for public transit. You can use Clipper by either purchasing a physical card for $3 at a ticket vending machine (located at many BART, Muni and Caltrain stations) and pre-loading money onto it, or by \u003ca href=\"https://www.clippercard.com/clipper-app\">downloading the app\u003c/a> and pre-loading money that way — through which you can also tap using your phone by transferring your Clipper card to your Apple or Google Wallet.\u003c/p>\n\u003cp>Look up \u003ca href=\"https://www.clippercard.com/locations\">Clipper card sales and service locations\u003c/a>.\u003c/p>\n\u003cp>ACE Rail and Capitol Corridor trains do not accept Clipper as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>Token Transit\u003c/strong>\u003c/p>\n\u003cp>VTA is offering one-day, three-day, five-day and seven-day adult passes via the \u003ca href=\"https://tokentransit.com/app\">Token Transit app\u003c/a>. The agency is also offering a joint VTA/Caltrain Adult one-day pass that includes unlimited transfers within VTA, valid for World Cup match days only.\u003c/p>\n\u003cp>\u003ca href=\"https://worldcup.vta.org/fares\">Read more about paying for VTA\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Cash\u003c/strong>\u003c/p>\n\u003cp>VTA buses only accept exact fare, while light rail ticket machines accept cash or card.\u003c/p>\n\u003cp>Cash fareboxes are located at the front of each Muni bus or train. Use exact change and keep your transfer as proof of payment.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART trains don’t accept cash, but you can pay with cash on BART by using the add value machines located inside every station to purchase or reload a plastic Clipper Card.\u003c/p>\n\u003cp>Caltrain has ticket vending machines at every station that accept coins and bills.\u003c/p>\n\u003cp>Capitol Corridor riders can use cash to pay for a ticket directly from a conductor on board a train.\u003c/p>\n\u003cp>ACE Rail accepts cash for ticket purchases at staffed locations.\u003c/p>\n\u003ch2>Can I ride my bike to Levi’s Stadium?\u003c/h2>\n\u003cp>Yes — and the Silicon Valley Bicycle Coalition is offering secure, free bike valet for all World Cup matches at Levi’s Stadium.\u003c/p>\n\u003cp>The SVBC describes bike valet as a “secure, monitored coat check for your bicycle.” Check out their page on \u003ca href=\"https://bikesiliconvalley.org/learn-ride/levis-stadium\">how to use the bike valet\u003c/a> for World Cup matches.\u003c/p>\n\u003cp>The bike valet opens three hours before kick-off and closes exactly one hour after the end of the match. It will be located at Gate C only (Green Lot 1).\u003c/p>\n\u003cp>The bike valet won’t accept shared fleet rentals like Lime, Bird or Spin, gas-powered bikes and bikes that aren’t owned by the rider.\u003c/p>\n\u003cp>As for how to get to Levi’s by bike, it’s worth noting that the San Tomas Aquino Creek Trail adjacent to the stadium is closed during match days. Check out the \u003ca href=\"https://bikesiliconvalley.org/learn-ride/levis-stadium\">recommended detour\u003c/a> to access the bike valet if you are coming from the south.\u003c/p>\n\u003cp>Here’s a list of all \u003ca href=\"https://www.sfbayareafwc26.com/road-closures-fifa-world-cup\">match-day road closures\u003c/a> and World Cup-related changes to Levi’s from FIFA.\u003c/p>\n\u003ch2>\u003ca id=\"WhatstheparkingsituationatLevisStadium\">\u003c/a>What if I want to drive and park my car at Levi’s Stadium?\u003c/h2>\n\u003cp>Parking at Levi’s Stadium must be purchased in advance, and only one parking pass may be purchased per World Cup match ticket. \u003ca href=\"https://www.justpark.com/us/event-parking/fifa-world-cup-2026/fifa-worldcup-2026-san-francisco/\">Check out FIFA’s official parking page. \u003c/a>\u003c/p>\n\u003cp>You can also park at a \u003ca href=\"https://www.vta.org/go/stations\">VTA station,\u003c/a> a \u003ca href=\"https://www.caltrain.com/rider-information/parking\">Caltrain station\u003c/a> or a \u003ca href=\"https://www.bart.gov/guide/parking\">BART station\u003c/a> and ride public transit to Levi’s Stadium from there.\u003c/p>\n\u003cp>Remember: If you are taking BART to a night game, make sure you park at one of the stations that will be available by BART’s \u003ca href=\"https://www.bart.gov/news/fun/fifaworldcup\">limited express service\u003c/a> (Bay Fair, Dublin, MacArthur, El Cerrito del Norte, Pleasant Hill and Powell Street stations).\u003c/p>\n\u003ch2>Can I get to Levi’s Stadium using a ride-hailing app like Uber, Lyft or Waymo?\u003c/h2>\n\u003cp>Yes, but according to the FIFA website, there will be “geofenced” rideshare stops for pickup starting one hour after kick-off — that is, you’ll have to meet your rideshare at a designated location at Levi’s Stadium.\u003c/p>\n\u003cp>Rideshare North (Red Lot 7) covers northbound rides to San Francisco and Rideshare South (Freedom Circle) covers southbound rides to San José.\u003c/p>\n\u003cfigure id=\"attachment_12063808\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12063808\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A self-driving Waymo car with rooftop lidar and a bird-themed mural on the Embarcadero with the San Francisco-Oakland Bay Bridge in the background, in San Francisco, California, on Aug. 14, 2025. \u003ccite>(Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>FIFA advises that World Cup guests leaving from Gates A, E and F will be directed to Rideshare North Red Lot 7. Guests leaving from Gates B or C will be directed to Rideshare South on Freedom Circle.\u003c/p>\n\u003cp>Autonomous vehicles like Waymo are not allowed into the rideshare lots at Levi’s Stadium.\u003c/p>\n\u003ch2>What about people with mobility needs?\u003c/h2>\n\u003cp>FIFA said accessible pickup and drop-off points for fans are located on Patrick Henry Drive.\u003c/p>\n\u003cp>Accessible parking is also offered to fans via the Official FIFA World Cup 2026 \u003ca href=\"https://www.justpark.com/us/event-parking/fifa-world-cup-2026/\">Parking Page\u003c/a>.\u003c/p>\n\u003cp>The association said guests with mobility needs who use rideshare should use the Rideshare North lot and be shuttled to the Stadium Plaza drop-off.\u003c/p>\n\u003cp>Check out FIFA’s \u003ca href=\"https://www.fifa.com/en/tournaments/mens/worldcup/canadamexicousa2026/stadiums/san-francisco-bay-area/accessibility\">accessibility page\u003c/a> here.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This month, the World Cup is coming to \u003ca href=\"https://www.kqed.org/news/tag/levis-stadium\">Levi’s Stadium\u003c/a> in Santa Clara.\u003c/p>\n\u003cp>Over two weeks beginning on June 13, the stadium — also known as “San Francisco Bay Area Stadium” for the purposes of the World Cup — will host six matches, including one elimination match, as part of a worldwide celebration of soccer that happens once every four years.\u003c/p>\n\u003cp>With events at Levi’s Stadium already \u003ca href=\"https://www.sfgate.com/49ers/article/49ers-cowboys-game-traffic-jam-17734652.php\">infamous\u003c/a> for causing hourslong traffic jams, local leaders are encouraging the tens of thousands of fans expected to attend each match to take public transportation instead of driving.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Bay Area’s public transit agencies are rolling out extended schedules to accommodate night games that are likely to end around midnight, discounted multi-day fare passes and increased service to make sure fans are able to get to and from games.\u003c/p>\n\u003cp>So whether you’re a Bay Area local who’s snagged World Cup tickets or you’re visiting our region from out of town, consider leaving your car — and definitely that \u003ca href=\"https://theworld.org/stories/2016/07/30/world-cups-official-instrument-now-banned-world-cup\">vuvuzela \u003c/a>— at home and keep reading for how to get to and from Levi’s Stadium on public transit. (And if you’re \u003cem>really \u003c/em>determined to drive there, we’ve got information on where to find parking at Levi’s Stadium, too.)\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#CanIstillgetticketstoWorldCupmatchesinSantaClara\">Can I still get tickets to World Cup matches in Santa Clara?\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#HowcanIgethomefromWorldCupnightgamesonpublictransit\">How can I get home from World Cup night games on public transit?\u003c/a> \u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatstheparkingsituationatLevisStadium\">What’s the parking situation at Levi’s Stadium?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What matches are being played at San Francisco Bay Area Stadium (Levi’s Stadium)\u003c/h2>\n\u003cp>There are\u003ca href=\"https://www.kqed.org/news/12083101/world-cup-2026-bay-area-games-where-is-fifa-world-cup-santa-clara-levis-stadium-tickets-fan-zone-watch-parties\"> six World Cup matches at Levi’s Stadium\u003c/a>: five “group stage matches and one “Round of 32” match.\u003c/p>\n\u003cp>\u003cstrong>Group B: Qatar vs. Switzerland\u003c/strong>\u003c/p>\n\u003cp>Saturday, June 13 at 12 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group J: Austria vs. Jordan\u003c/strong>\u003c/p>\n\u003cp>Tuesday, June 16 at 9 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group D: Türkiye vs. Paraguay\u003c/strong>\u003c/p>\n\u003cp>Friday, June 19 at 8 p.m.\u003c/p>\n\u003cfigure id=\"attachment_12085857\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085857\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty.jpg\" alt=\"\" width=\"2000\" height=\"1372\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty-160x110.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/Turkiye-vs.-Paraguay-Getty-1536x1054.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Turkey’s player Kerem Kesgin (8) duels for the ball against Paraguay’s Luis Zarate (15) during the FIFA U-17 World Cup match between Turkey and Paraguay in Mumbai, India, on Oct. 12, 2017. \u003ccite>(Imtiyaz Shaikh/Anadolu Agency via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Group J: Jordan vs. Algeria\u003c/strong>\u003c/p>\n\u003cp>Monday, June 22 at 8 p.m.\u003c/p>\n\u003cp>\u003cstrong>Group D: Paraguay vs. Australia\u003c/strong>\u003c/p>\n\u003cp>Thursday, June 25 at 7 p.m.\u003c/p>\n\u003cp>Levi’s Stadium will then host one knockout match:\u003c/p>\n\u003cp>\u003cstrong>Top-scoring team from Group D vs. the third-best team from either Group B, E, F, I or J\u003c/strong>\u003c/p>\n\u003cp>Wednesday, July 1 at 5 p.m.\u003c/p>\n\u003ch2>\u003ca id=\"CanIstillgetticketstoWorldCupmatchesinSantaClara\">\u003c/a>Can I still get World Cup tickets for the Santa Clara matches this month?\u003c/h2>\n\u003cp>Yes, at the time of publication, some tickets were still available — but that might change. Check out \u003ca href=\"https://www.fifa.com/en/tournaments/mens/worldcup/canadamexicousa2026/tickets\">FIFA’s ticket portal\u003c/a>, which includes last-minute sales and verified resales. You can also look for tickets on a verified resale website, such as \u003ca href=\"https://www.ticketmaster.com/soccer\">Ticketmaster \u003c/a>or \u003ca href=\"https://www.stubhub.com/world-cup-tickets/grouping/45410\">StubHub\u003c/a>.\u003c/p>\n\u003cp>We recommend reading \u003ca href=\"https://www.kqed.org/news/12084228/dont-fall-for-world-cup-ticket-scams-in-california\">our guide on how to avoid World Cup resale ticket scams\u003c/a> first, though.\u003c/p>\n\u003ch2>How many people are expected to come to the Bay Area for the World Cup?\u003c/h2>\n\u003cp>The Bay Area Host Committee, which plans for major events like Super Bowl LX and the upcoming 2028 Summer Olympics, is expecting 260,000 visitors from outside the Bay Area over the course of the region’s World Cup matches — according to Zaileen Janmohamed, the host committee’s CEO and president.\u003c/p>\n\u003cp>Compared to \u003ca href=\"https://www.kqed.org/news/12070878/watch-super-bowl-lx-santa-clara-2026-levis-stadium-nfl-tickets-parking-bag-policy\">Super Bowl LX\u003c/a>, which Levi’s Stadium hosted in February, the World Cup’s Bay Area engagements are longer and more spread out, with \u003ca href=\"https://www.kqed.org/news/12083101/world-cup-2026-bay-area-games-where-is-fifa-world-cup-santa-clara-levis-stadium-tickets-fan-zone-watch-parties\">fan-related activities and experiences \u003c/a>spanning multiple locations and weeks.\u003c/p>\n\u003cfigure id=\"attachment_12076519\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12076519\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504.jpg\" alt=\"\" width=\"1980\" height=\"1321\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/GettyImages-2259411504-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Adidas FIFA World Cup soccer ball is seen on a FIFA x NFL chair in the Media Center ahead of Super Bowl LX on Feb. 4, 2026, at the Moscone Center in San Francisco, California. \u003ccite>(Matthew Huang/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“From a transit perspective, that means planning for repeated waves of movement across counties, venues, hotels and neighborhoods,” Janmohamed said — “for both local fans and a higher percentage of global visitors navigating the Bay Area for the first time.”\u003c/p>\n\u003cp>This is the first time one region has hosted both the Super Bowl and the World Cup in the same year, Janmohamed said.\u003c/p>\n\u003ch2>\u003ca id=\"HowcanIgethomefromWorldCupnightgamesonpublictransit\">\u003c/a>How do I get to Levi’s Stadium using public transportation?\u003c/h2>\n\u003cp>There are three transit agencies that will get you to the front door of Levi’s Stadium: Capitol Corridor, ACE Rail and the Santa Clara Valley Transportation Authority or VTA. And if you aren’t close to one of their stops, there are multiple ways to transfer to them from other transit agencies.\u003c/p>\n\u003cp>Here are the agencies that are changing their service schedules to accommodate World Cup fans.\u003c/p>\n\u003cp>\u003cstrong>VTA\u003c/strong>\u003c/p>\n\u003cp>The Santa Clara Valley Transportation Authority provides bus, light rail and paratransit services in Santa Clara County.\u003c/p>\n\u003cp>Great America and Lick Mill are the VTA stations closest to Levi’s Stadium.\u003c/p>\n\u003cfigure id=\"attachment_12072787\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12072787 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/260208-SUPERBOWLSUNDAY00166_TV-KQED-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Super Bowl attendees ride VTA to Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For information on fares, inter-agency transfers and where to park at VTA stations, check out the agency’s \u003ca href=\"https://worldcup.vta.org/fares\">World Cup page\u003c/a>.\u003c/p>\n\u003cp>VTA is expecting to carry as many as 15,000 people in and out of each match at Levi’s Stadium, according to Stacey Hendler Ross, the agency’s public information officer.\u003c/p>\n\u003cp>Hendler Ross said the agency will be adjusting routes to accommodate an expected increase in local riders heading to the stadium. For instance, the blue line will serve Levi’s Stadium for World Cup matches, instead of traveling straight to its scheduled stop in Bay Point.\u003c/p>\n\u003cp>“ We’ll be running additional light rail service before and after matches, with trains serving the stadium every 10 minutes from Mountain View Transit Center, which connects to Caltrain — and every twenty minutes from the Milpitas Transit Center in downtown San José, which connects with BART,” Hendler Ross said.\u003c/p>\n\u003cp>The agency says it’ll let riders know more information by email, SMS and VTA’s \u003ca href=\"https://x.com/vtaservice\">service updates on X\u003c/a>. \u003ca href=\"https://worldcup.vta.org/updates\">Sign up for route change updates for each match here.\u003c/a>\u003c/p>\n\u003cp>“We are hoping to put out a lot of messaging about that so that people know that the service plan is going to be a little bit different than it is for every day,” Hendler Ross said.\u003c/p>\n\u003cp>For late-night games, Hendler Ross said VTA will guarantee service for up to about two hours after the end of each match.\u003c/p>\n\u003cp>“ If there are still hundreds of people on the platform two hours after the game, obviously we’re going to continue our service to get people where they need to go,” Hendler Ross said.\u003c/p>\n\u003cp>Hendler Ross also recommends using the \u003ca href=\"https://transitapp.com/\">Transit app\u003c/a> for trip planning.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.vta.org/go/fares\">paying for VTA rides\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>ACE Rail\u003c/strong>\u003c/p>\n\u003cp>ACE Rail connects Central Valley communities with the East and South Bay Area.\u003c/p>\n\u003cp>The agency is planning additional services for three World Cup matches. Take a look at the \u003ca href=\"https://acerail.com/event-train/\">ACE Rail schedule. \u003c/a>\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://acerail.com/tickets/\">paying for ACE Rail here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Capitol Corridor\u003c/strong>\u003c/p>\n\u003cp>The Capitol Corridor connects the Sacramento area with the Bay Area by train, taking passengers from as far away as Rocklin and Auburn directly to Levi’s Stadium. The railway also provides easy transfers to BART and VTA.\u003c/p>\n\u003cp>Capitol Corridor is planning special match day service for five of the latest matches at Levi’s. The agency has a \u003ca href=\"https://www.capitolcorridor.org/fwc26-sfbayarea/\">World Cup page \u003c/a>including \u003ca href=\"https://www.capitolcorridor.org/trainschedule/FIFA-Train-Schedule_2026.pdf?v=28052026\">service adjustments\u003c/a>.\u003c/p>\n\u003cp>For evening and night games, Capitol Corridor will time its final departure from Levi’s Stadium to 15 minutes after the match is expected to end, according to Rob Padgette, the managing director of Capitol Corridor.\u003c/p>\n\u003cp>That means if you are taking Capitol Corridor to the game, you’ll want to leave the stadium \u003cem>right \u003c/em>after the match ends to ensure you catch your train home.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11932707 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor at Alviso on the south end of San Francisco Bay. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Padgette also suggests riders \u003ca href=\"https://www.capitolcorridor.org/\">buy their ticket\u003c/a> in advance to make sure they get a seat. “ Because we expect a lot of fans to ride, we’re going to cap the number of sales on the train,” Padgette said.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.capitolcorridor.org/tickets/\">paying for Capitol Corridor rides here\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Caltrain\u003c/strong>\u003c/p>\n\u003cp>Caltrain connects Santa Clara County to San Francisco by rail, passing through Silicon Valley, Stanford and San Mateo County on the way.\u003c/p>\n\u003cp>If you plan to take Caltrain to Levi’s Stadium, get off at the \u003ca href=\"https://www.caltrain.com/station/mountainview\">Mountain View station\u003c/a> and transfer to \u003ca href=\"https://www.vta.org/go/routes/orange-line\">VTA’s Orange Line\u003c/a> and ride towards Alum Rock station and get off at Great America station. VTA recommends entering and exiting the stadium through \u003ca href=\"https://www.google.com/maps/place/4900+Centennial+Blvd+Intel+Gate+A,+Santa+Clara,+CA+95054/@37.4027987,-121.9717298,431m/data=!3m1!1e3!4m14!1m7!3m6!1s0x808fc9c827c5f0df:0x11455a372e1f7d18!2sLevi's+Stadium!8m2!3d37.4033165!4d-121.9693774!16s%2Fm%2F0269w0y!3m5!1s0x808fc9b7fe7b6d4b:0x40de625050fafeb7!8m2!3d37.4037655!4d-121.9712125!16s%2Fg%2F11f48k_zld?entry=ttu&g_ep=EgoyMDI2MDUyNi4wIKXMDSoASAFQAw%3D%3D\">Gate A\u003c/a> to get back to the Orange Line.\u003c/p>\n\u003cp>The agency is planning its regular \u003ca href=\"https://www.caltrain.com/worldcup26?active_tab=route_explorer_tab&destination=7021\">half-hourly service\u003c/a> for World Cup matches, with additional trains on top of that, Caltrain public information officer Dan Lieberman said.\u003c/p>\n\u003cp>“We’re going to have one or two scheduled additional post-game trains for each match, while also keeping an additional train on standby if crowds necessitate it,” Lieberman said.\u003c/p>\n\u003cp>Lieberman said Caltrain will publish specific \u003ca href=\"https://www.caltrain.com/about-caltrain/caltrain-news\">service plans for each match online soon\u003c/a>.\u003c/p>\n\u003cp>Learn more about paying for \u003ca href=\"https://www.caltrain.com/fares\">Caltrain fares\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>BART\u003c/strong>\u003c/p>\n\u003cp>Bay Area Rapid Transit serves five Bay Area counties, connecting a wide swath of the East Bay with San Francisco and the South Bay.\u003c/p>\n\u003cp>To get to Levi’s Stadium, BART recommends riders take its Green or Orange Line (labeled “Berryessa” or “OAK/Berryessa”) to Milpitas Station and use the pedestrian bridge to transfer to VTA’s Orange Line and then get off at Lick Mill Station. To get back to VTA after the match, follow “Gate F” signs while exiting the stadium.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12080719 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The last scheduled BART train that stops at all stations systemwide leaves Milpitas at 11:53 p.m., heading towards the East Bay and San Francisco. But the agency is adding special limited-express service after midnight for matches that start at 8 p.m. and 9 p.m.\u003c/p>\n\u003cp>Those trains will generally depart Milpitas every 30 minutes between 12:30 a.m. and 1:40 a.m., depending on how long it takes to clear the stadium and timed transfers with VTA.\u003c/p>\n\u003cp>Riders taking these special limited-express service trains should note that the trains will \u003cem>not \u003c/em>stop at all BART stations. Instead, they’ll l only serve the following BART stations:\u003c/p>\n\u003cul>\n\u003cli>Bay Fair\u003c/li>\n\u003cli>Dublin\u003c/li>\n\u003cli>MacArthur\u003c/li>\n\u003cli>El Cerrito del Norte\u003c/li>\n\u003cli>Pleasant Hill\u003c/li>\n\u003cli>Powell Street\u003c/li>\n\u003c/ul>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-11935689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/gettyimages-1448202231-01daa7c0eabc9dfe5eff17bfe429ac097ee645ce-scaled-e1780442735101.jpg\" alt=\"\" width=\"2000\" height=\"1500\">So if you plan to drive to a BART station and park your car, make sure you park at one of those stations to avoid getting stranded carless.\u003c/p>\n\u003cp>Find more details about special service on \u003ca href=\"https://www.bart.gov/news/fun/fifaworldcup\">BART’s World Cup page\u003c/a>.\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.bart.gov/tickets\">BART fares\u003c/a> here.\u003c/p>\n\u003cp>\u003cstrong>Muni \u003c/strong>\u003c/p>\n\u003cp>Muni is the public transit agency serving the city of San Francisco.\u003c/p>\n\u003cp>To get to Levi’s Stadium, riders can take Muni routes like the \u003ca href=\"https://www.sfmta.com/routes/30-stockton\">30 Stockton\u003c/a> bus, \u003ca href=\"https://www.sfmta.com/routes/45-unionstockton\">45 Union/Stockton\u003c/a> bus and the \u003ca href=\"https://www.sfmta.com/routes/t-third-street\">T Third Street\u003c/a> train and transfer to either BART or Caltrain and then transfer to VTA.\u003c/p>\n\u003cp>The agency is planning \u003ca href=\"https://www.sfmta.com/travel-updates/fifa-world-cup-26%E2%84%A2-sf-bay-area\">additional bus shuttle service\u003c/a> for nighttime World Cup matches.\u003c/p>\n\u003cp>The shuttle will operate between Union Square, the SoMa neighborhood, the Powell Street BART station and Caltrain’s Fourth and King Station, using the 45 Union/Stockton route. The shuttle will operate as late as 3:15 a.m., depending on the day. \u003ca href=\"https://www.sfmta.com/travel-updates/fifa-world-cup-26%E2%84%A2-sf-bay-area\">Check here for specific shuttle times.\u003c/a>\u003c/p>\n\u003cp>Learn more about \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni fares\u003c/a>.\u003c/p>\n\u003ch2>How do I pay for public transit to get to World Cup matches at Levi’s Stadium?\u003c/h2>\n\u003cp>There are a number of different ways to pay your fare.\u003c/p>\n\u003cp>\u003cstrong>Tap to pay with a chip-enabled credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Most transit agencies that will get you to Levi’s Stadium accept chip-enabled credit or debit cards as a form of payment. Just tap your card on the card reader as you enter a station or board a vehicle, and in some cases, tap when you exit.\u003c/p>\n\u003cp>Two exceptions to know: Capitol Corridor accepts tap to pay, \u003ca href=\"https://www.capitolcorridor.org/tap2ride/\">but it requires registration ahead of time. \u003c/a>ACE Rail does not accept tap to pay.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Clipper\u003c/strong>\u003c/p>\n\u003cp>Most Bay Area transit agencies accept \u003ca href=\"https://www.clippercard.com/\">Clipper\u003c/a>, a fare payment platform for public transit. You can use Clipper by either purchasing a physical card for $3 at a ticket vending machine (located at many BART, Muni and Caltrain stations) and pre-loading money onto it, or by \u003ca href=\"https://www.clippercard.com/clipper-app\">downloading the app\u003c/a> and pre-loading money that way — through which you can also tap using your phone by transferring your Clipper card to your Apple or Google Wallet.\u003c/p>\n\u003cp>Look up \u003ca href=\"https://www.clippercard.com/locations\">Clipper card sales and service locations\u003c/a>.\u003c/p>\n\u003cp>ACE Rail and Capitol Corridor trains do not accept Clipper as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>Token Transit\u003c/strong>\u003c/p>\n\u003cp>VTA is offering one-day, three-day, five-day and seven-day adult passes via the \u003ca href=\"https://tokentransit.com/app\">Token Transit app\u003c/a>. The agency is also offering a joint VTA/Caltrain Adult one-day pass that includes unlimited transfers within VTA, valid for World Cup match days only.\u003c/p>\n\u003cp>\u003ca href=\"https://worldcup.vta.org/fares\">Read more about paying for VTA\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Cash\u003c/strong>\u003c/p>\n\u003cp>VTA buses only accept exact fare, while light rail ticket machines accept cash or card.\u003c/p>\n\u003cp>Cash fareboxes are located at the front of each Muni bus or train. Use exact change and keep your transfer as proof of payment.\u003c/p>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San José’s Diridon Station, December 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART trains don’t accept cash, but you can pay with cash on BART by using the add value machines located inside every station to purchase or reload a plastic Clipper Card.\u003c/p>\n\u003cp>Caltrain has ticket vending machines at every station that accept coins and bills.\u003c/p>\n\u003cp>Capitol Corridor riders can use cash to pay for a ticket directly from a conductor on board a train.\u003c/p>\n\u003cp>ACE Rail accepts cash for ticket purchases at staffed locations.\u003c/p>\n\u003ch2>Can I ride my bike to Levi’s Stadium?\u003c/h2>\n\u003cp>Yes — and the Silicon Valley Bicycle Coalition is offering secure, free bike valet for all World Cup matches at Levi’s Stadium.\u003c/p>\n\u003cp>The SVBC describes bike valet as a “secure, monitored coat check for your bicycle.” Check out their page on \u003ca href=\"https://bikesiliconvalley.org/learn-ride/levis-stadium\">how to use the bike valet\u003c/a> for World Cup matches.\u003c/p>\n\u003cp>The bike valet opens three hours before kick-off and closes exactly one hour after the end of the match. It will be located at Gate C only (Green Lot 1).\u003c/p>\n\u003cp>The bike valet won’t accept shared fleet rentals like Lime, Bird or Spin, gas-powered bikes and bikes that aren’t owned by the rider.\u003c/p>\n\u003cp>As for how to get to Levi’s by bike, it’s worth noting that the San Tomas Aquino Creek Trail adjacent to the stadium is closed during match days. Check out the \u003ca href=\"https://bikesiliconvalley.org/learn-ride/levis-stadium\">recommended detour\u003c/a> to access the bike valet if you are coming from the south.\u003c/p>\n\u003cp>Here’s a list of all \u003ca href=\"https://www.sfbayareafwc26.com/road-closures-fifa-world-cup\">match-day road closures\u003c/a> and World Cup-related changes to Levi’s from FIFA.\u003c/p>\n\u003ch2>\u003ca id=\"WhatstheparkingsituationatLevisStadium\">\u003c/a>What if I want to drive and park my car at Levi’s Stadium?\u003c/h2>\n\u003cp>Parking at Levi’s Stadium must be purchased in advance, and only one parking pass may be purchased per World Cup match ticket. \u003ca href=\"https://www.justpark.com/us/event-parking/fifa-world-cup-2026/fifa-worldcup-2026-san-francisco/\">Check out FIFA’s official parking page. \u003c/a>\u003c/p>\n\u003cp>You can also park at a \u003ca href=\"https://www.vta.org/go/stations\">VTA station,\u003c/a> a \u003ca href=\"https://www.caltrain.com/rider-information/parking\">Caltrain station\u003c/a> or a \u003ca href=\"https://www.bart.gov/guide/parking\">BART station\u003c/a> and ride public transit to Levi’s Stadium from there.\u003c/p>\n\u003cp>Remember: If you are taking BART to a night game, make sure you park at one of the stations that will be available by BART’s \u003ca href=\"https://www.bart.gov/news/fun/fifaworldcup\">limited express service\u003c/a> (Bay Fair, Dublin, MacArthur, El Cerrito del Norte, Pleasant Hill and Powell Street stations).\u003c/p>\n\u003ch2>Can I get to Levi’s Stadium using a ride-hailing app like Uber, Lyft or Waymo?\u003c/h2>\n\u003cp>Yes, but according to the FIFA website, there will be “geofenced” rideshare stops for pickup starting one hour after kick-off — that is, you’ll have to meet your rideshare at a designated location at Levi’s Stadium.\u003c/p>\n\u003cp>Rideshare North (Red Lot 7) covers northbound rides to San Francisco and Rideshare South (Freedom Circle) covers southbound rides to San José.\u003c/p>\n\u003cfigure id=\"attachment_12063808\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12063808\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A self-driving Waymo car with rooftop lidar and a bird-themed mural on the Embarcadero with the San Francisco-Oakland Bay Bridge in the background, in San Francisco, California, on Aug. 14, 2025. \u003ccite>(Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>FIFA advises that World Cup guests leaving from Gates A, E and F will be directed to Rideshare North Red Lot 7. Guests leaving from Gates B or C will be directed to Rideshare South on Freedom Circle.\u003c/p>\n\u003cp>Autonomous vehicles like Waymo are not allowed into the rideshare lots at Levi’s Stadium.\u003c/p>\n\u003ch2>What about people with mobility needs?\u003c/h2>\n\u003cp>FIFA said accessible pickup and drop-off points for fans are located on Patrick Henry Drive.\u003c/p>\n\u003cp>Accessible parking is also offered to fans via the Official FIFA World Cup 2026 \u003ca href=\"https://www.justpark.com/us/event-parking/fifa-world-cup-2026/\">Parking Page\u003c/a>.\u003c/p>\n\u003cp>The association said guests with mobility needs who use rideshare should use the Rideshare North lot and be shuttled to the Stadium Plaza drop-off.\u003c/p>\n\u003cp>Check out FIFA’s \u003ca href=\"https://www.fifa.com/en/tournaments/mens/worldcup/canadamexicousa2026/stadiums/san-francisco-bay-area/accessibility\">accessibility page\u003c/a> here.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "two-fatalities-in-one-day-bring-san-franciscos-pedestrian-death-count-to-double-digits",
"title": "Two Fatalities in One Day Bring San Francisco’s Pedestrian Death Count to Double Digits",
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"headTitle": "Two Fatalities in One Day Bring San Francisco’s Pedestrian Death Count to Double Digits | KQED",
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"content": "\u003cp>Two pedestrians were killed in separate incidents Wednesday, bringing the city’s total \u003ca href=\"https://www.kqed.org/news/tag/pedestrian-safety\">pedestrian\u003c/a> fatalities this year to 11.\u003c/p>\n\u003cp>Around 5:30 a.m. on Wednesday, the San Francisco Police Department responded to Brannan and 7th streets in the South of Market neighborhood, where a pedestrian had been struck by a vehicle. They located the victim lying on the ground and rendered aid, but the person died on the scene.\u003c/p>\n\u003cp>According to police, the driver is cooperating with an investigation, and drugs and alcohol do not appear to have been involved.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Less than an hour later, a second incident occurred on Geneva Avenue in the Excelsior, which Walk SF, a pedestrian safety group, alleged was a hit-and-run. SFPD officers met paramedics on the scene, reporting a deceased person located in the street. Police have not yet determined an official cause of death.\u003c/p>\n\u003cp>The incidents mark the 10th and 11th pedestrian deaths of 2026.\u003c/p>\n\u003cp>“People are dying simply walking in our city,” said Jodie Medeiros, Walk SF’s executive director. “We should be able to get around San Francisco safely as pedestrians.”\u003c/p>\n\u003cfigure id=\"attachment_11997137\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997137\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg\" alt=\"\" width=\"2000\" height=\"1315\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-800x526.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1020x671.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1536x1010.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1920x1262.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Tenderloin Police station along Eddy Street, on May 30, 2012, in San Francisco. \u003ccite>(Michael Macor/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We look to our leaders and everyone driving on our streets to make human life the priority in their decisions,” she continued.\u003c/p>\n\u003cp>This year’s first eight fatalities, which include a \u003ca href=\"https://www.kqed.org/news/12075110/2-young-children-in-the-last-3-years-have-been-killed-crossing-this-sf-street\">two-year-old\u003c/a> and 74-year-old \u003ca href=\"https://www.kqed.org/news/12080923/woman-killed-in-alleged-hit-and-run-was-a-kind-soul-not-a-threat-friends-say\">Dannielle Spillman\u003c/a>, whose case is being investigated as a murder, occurred in quick succession between February and April, reinvigorating concerns about traffic safety in the city.\u003c/p>\n\u003cp>“It’s a lot to process and it just starts to feel like this is just happening so often,” said Marta Lindsey, Walk SF’s communications director.\u003c/p>\n\u003cp>San Francisco has tried to address the issue for more than a decade. In 2014 it launched “Vision Zero,” a policy aimed at completely eliminating traffic fatalities over the course of a decade. But 2024, when the plan expired, was the deadliest year for pedestrians since its launch.[aside postID=news_12080923 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/042026DANNIELLE-SPILLMAN-VIGIL-_GH_006-KQED.jpg']In December, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street safety strategy\u003c/a>, the “Street Safety Act,” which creates specific goals for various city agencies, including the police, public health and public works departments, and requires them to work together to ensure traffic safety.\u003c/p>\n\u003cp>Lindsey said Walk SF will be looking at the mayor’s six-month check in, scheduled for mid-June, to see progress on the initiatives’ promises.\u003c/p>\n\u003cp>Within six months, the Street Safety Act committed to: launching a public dashboard to track progress, developing a process to add safety improvements to roads being repaved, establishing design standards and setting time limits on traffic calming projects.\u003c/p>\n\u003cp>It also promised to release a Traffic Enforcement Safety Strategy report that identifies crash-causing behaviors and enforcement solutions, among other initiatives.\u003c/p>\n\u003cp>“Our leaders have said and legislated good things that can improve street safety, but now these agencies have to deliver them and our leaders have to hold them to that,” Lindsey said.\u003c/p>\n\u003cp>“It’s too soon to say, but obviously the fact that we have had 11 pedestrians die already this year is not a great indicator,” she added.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The incidents, which occurred less than an hour apart from one another, are causing safety advocates to question if the city is doing enough to ensure traffic safety.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Two pedestrians were killed in separate incidents Wednesday, bringing the city’s total \u003ca href=\"https://www.kqed.org/news/tag/pedestrian-safety\">pedestrian\u003c/a> fatalities this year to 11.\u003c/p>\n\u003cp>Around 5:30 a.m. on Wednesday, the San Francisco Police Department responded to Brannan and 7th streets in the South of Market neighborhood, where a pedestrian had been struck by a vehicle. They located the victim lying on the ground and rendered aid, but the person died on the scene.\u003c/p>\n\u003cp>According to police, the driver is cooperating with an investigation, and drugs and alcohol do not appear to have been involved.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Less than an hour later, a second incident occurred on Geneva Avenue in the Excelsior, which Walk SF, a pedestrian safety group, alleged was a hit-and-run. SFPD officers met paramedics on the scene, reporting a deceased person located in the street. Police have not yet determined an official cause of death.\u003c/p>\n\u003cp>The incidents mark the 10th and 11th pedestrian deaths of 2026.\u003c/p>\n\u003cp>“People are dying simply walking in our city,” said Jodie Medeiros, Walk SF’s executive director. “We should be able to get around San Francisco safely as pedestrians.”\u003c/p>\n\u003cfigure id=\"attachment_11997137\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11997137\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg\" alt=\"\" width=\"2000\" height=\"1315\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-800x526.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1020x671.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1536x1010.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPDTenderloinStation-1920x1262.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Tenderloin Police station along Eddy Street, on May 30, 2012, in San Francisco. \u003ccite>(Michael Macor/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We look to our leaders and everyone driving on our streets to make human life the priority in their decisions,” she continued.\u003c/p>\n\u003cp>This year’s first eight fatalities, which include a \u003ca href=\"https://www.kqed.org/news/12075110/2-young-children-in-the-last-3-years-have-been-killed-crossing-this-sf-street\">two-year-old\u003c/a> and 74-year-old \u003ca href=\"https://www.kqed.org/news/12080923/woman-killed-in-alleged-hit-and-run-was-a-kind-soul-not-a-threat-friends-say\">Dannielle Spillman\u003c/a>, whose case is being investigated as a murder, occurred in quick succession between February and April, reinvigorating concerns about traffic safety in the city.\u003c/p>\n\u003cp>“It’s a lot to process and it just starts to feel like this is just happening so often,” said Marta Lindsey, Walk SF’s communications director.\u003c/p>\n\u003cp>San Francisco has tried to address the issue for more than a decade. In 2014 it launched “Vision Zero,” a policy aimed at completely eliminating traffic fatalities over the course of a decade. But 2024, when the plan expired, was the deadliest year for pedestrians since its launch.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In December, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street safety strategy\u003c/a>, the “Street Safety Act,” which creates specific goals for various city agencies, including the police, public health and public works departments, and requires them to work together to ensure traffic safety.\u003c/p>\n\u003cp>Lindsey said Walk SF will be looking at the mayor’s six-month check in, scheduled for mid-June, to see progress on the initiatives’ promises.\u003c/p>\n\u003cp>Within six months, the Street Safety Act committed to: launching a public dashboard to track progress, developing a process to add safety improvements to roads being repaved, establishing design standards and setting time limits on traffic calming projects.\u003c/p>\n\u003cp>It also promised to release a Traffic Enforcement Safety Strategy report that identifies crash-causing behaviors and enforcement solutions, among other initiatives.\u003c/p>\n\u003cp>“Our leaders have said and legislated good things that can improve street safety, but now these agencies have to deliver them and our leaders have to hold them to that,” Lindsey said.\u003c/p>\n\u003cp>“It’s too soon to say, but obviously the fact that we have had 11 pedestrians die already this year is not a great indicator,” she added.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/news/series/baycurious",
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"source": "kqed",
"order": 3
},
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}
},
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"id": "bbc-world-service",
"title": "BBC World Service",
"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.bbc.co.uk/sounds/play/live:bbc_world_service",
"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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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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"source": "kqed",
"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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},
"link": "/radio/program/code-switch-life-kit",
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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",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2",
"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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"meta": {
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"source": "kqed",
"order": 9
},
"link": "/forum",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"link": "/radio/program/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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"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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},
"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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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"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",
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"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",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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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",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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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": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"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": {
"site": "news",
"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)",
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"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",
"subscribe": {
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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",
"spotify": "https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"
}
},
"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/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
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