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"content": "\u003cp>Frustration with Cubic Transportation Systems bubbled over at Monday’s meeting of the Clipper Executive Board, after the fare collection company revealed that a 27-hour outage that brought down \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s ticket vending machines and fare gates last month was caused by the company failing to pay its AT&T bill.\u003c/p>\n\u003cp>On May 18, Cubic and BART discovered a network outage affecting all of the transit agency’s Clipper readers, leaving customers unable to purchase or add value to their cards at BART vending machines and delaying transactions at BART’s fare gates, according to a staff memo.\u003c/p>\n\u003cp>The outage was caused by an AT&T network circuit that works between BART’s data center and Cubic’s ceasing to work, said Lalit Singh, chief operations officer at Cubic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“That’s when we figured out that we have multiple accounts with AT&T. On one of the accounts, the payments were not made, and we couldn’t find where the circuits, which are in support of the BART system, were because they were not in our account system,” Singh said.\u003c/p>\n\u003cp>The admission brought a strong admonishment from BART General Manager Robert Powers.\u003c/p>\n\u003cp>”Cubic not paying their bill? Are you kidding me? That’s ridiculous. BART is so done with Cubic right now. You have zero credibility, Cubic. Zero,” Powers said.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The news came as Cubic missed a self-imposed target date of May 30 to resolve critical issues with a long-awaited upgrade to the fare payment system, known as next-generation Clipper or Clipper 2.0. Nearly six months after its launch date, the upgrade continues to cause problems for riders and transit agencies alike, with agencies reporting inconsistencies with financial reconciliation, fare inspection devices and customer service software, to name a few.\u003c/p>\n\u003cp>With frustration growing, Metropolitan Transportation Commission Executive Director Andrew Fremier announced Monday that the commission was preparing for a closed-session meeting later this month to “discuss contractual remedies.”\u003c/p>\n\u003cp>While the program has been riddled with setbacks, Fremier did note some of its accomplishments. Since Dec. 10, 1.7 million Clipper cards have been converted to Clipper 2.0, and 45% of Clipper fares are paid with Clipper 2.0 accounts, Fremier said.\u003c/p>\n\u003cp>But the depth of issues with Clipper has so far prevented Cubic from completing bulk upgrades of accounts to Clipper 2.0, instead resorting to addressing issues with the new system on a case-by-case basis. Cubic had previously identified May 30 as the target date for beginning bulk migrations, but was unable to realize that due to delays.[aside postID=news_12078144 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/Clipper2.0Getty.jpg']“Even just this morning, there was another back-office database issue that impacted Clipper sales channels for approximately one hour before Cubic restored operations,” said Angus Davol, assistant director of Clipper development and budget.\u003c/p>\n\u003cp>On Monday, the board also approved a 2-year, $124 million budget funding Clipper operations, which carries increased costs due to the Clipper 2.0 rollout requiring additional customer service center staff and the need to keep the prior version of Clipper running longer than expected.\u003c/p>\n\u003cp>Oakland resident Bryan Culbertson implored the board to sever ties with Cubic during public comment.\u003c/p>\n\u003cp>“ So that we have a future where we’re not having these meetings over and over and over again of Cubic failing transit riders,” Culbertson said.\u003c/p>\n\u003cp>Fremier said the Metropolitan Transportation Commission is also planning an after-action review to “learn more about the factors that have contributed to these challenges.”\u003c/p>\n\u003cp>Representatives from transit agencies also stressed the need to resolve issues with financial reconciliation promptly, as the end of the fiscal year for many agencies nears.\u003c/p>\n\u003cp>“ Cubic is impacting BART’s ability to provide high-quality public transportation, and that’s a problem. My board members are saying, ‘How much longer are you gonna take this?’” Powers said, adding that “BART engineering is looking at what my options are.”\u003c/p>\n\u003cp>Due to an unsuccessful attempt at fixing critical issues last weekend, Cubic’s target date for resolving major problems with Clipper 2.0 now stretches into the end of this month, at least.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Frustration with Cubic Transportation Systems bubbled over at Monday’s meeting of the Clipper Executive Board, after the fare collection company revealed that a 27-hour outage that brought down \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a>’s ticket vending machines and fare gates last month was caused by the company failing to pay its AT&T bill.\u003c/p>\n\u003cp>On May 18, Cubic and BART discovered a network outage affecting all of the transit agency’s Clipper readers, leaving customers unable to purchase or add value to their cards at BART vending machines and delaying transactions at BART’s fare gates, according to a staff memo.\u003c/p>\n\u003cp>The outage was caused by an AT&T network circuit that works between BART’s data center and Cubic’s ceasing to work, said Lalit Singh, chief operations officer at Cubic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“That’s when we figured out that we have multiple accounts with AT&T. On one of the accounts, the payments were not made, and we couldn’t find where the circuits, which are in support of the BART system, were because they were not in our account system,” Singh said.\u003c/p>\n\u003cp>The admission brought a strong admonishment from BART General Manager Robert Powers.\u003c/p>\n\u003cp>”Cubic not paying their bill? Are you kidding me? That’s ridiculous. BART is so done with Cubic right now. You have zero credibility, Cubic. Zero,” Powers said.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The news came as Cubic missed a self-imposed target date of May 30 to resolve critical issues with a long-awaited upgrade to the fare payment system, known as next-generation Clipper or Clipper 2.0. Nearly six months after its launch date, the upgrade continues to cause problems for riders and transit agencies alike, with agencies reporting inconsistencies with financial reconciliation, fare inspection devices and customer service software, to name a few.\u003c/p>\n\u003cp>With frustration growing, Metropolitan Transportation Commission Executive Director Andrew Fremier announced Monday that the commission was preparing for a closed-session meeting later this month to “discuss contractual remedies.”\u003c/p>\n\u003cp>While the program has been riddled with setbacks, Fremier did note some of its accomplishments. Since Dec. 10, 1.7 million Clipper cards have been converted to Clipper 2.0, and 45% of Clipper fares are paid with Clipper 2.0 accounts, Fremier said.\u003c/p>\n\u003cp>But the depth of issues with Clipper has so far prevented Cubic from completing bulk upgrades of accounts to Clipper 2.0, instead resorting to addressing issues with the new system on a case-by-case basis. Cubic had previously identified May 30 as the target date for beginning bulk migrations, but was unable to realize that due to delays.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Even just this morning, there was another back-office database issue that impacted Clipper sales channels for approximately one hour before Cubic restored operations,” said Angus Davol, assistant director of Clipper development and budget.\u003c/p>\n\u003cp>On Monday, the board also approved a 2-year, $124 million budget funding Clipper operations, which carries increased costs due to the Clipper 2.0 rollout requiring additional customer service center staff and the need to keep the prior version of Clipper running longer than expected.\u003c/p>\n\u003cp>Oakland resident Bryan Culbertson implored the board to sever ties with Cubic during public comment.\u003c/p>\n\u003cp>“ So that we have a future where we’re not having these meetings over and over and over again of Cubic failing transit riders,” Culbertson said.\u003c/p>\n\u003cp>Fremier said the Metropolitan Transportation Commission is also planning an after-action review to “learn more about the factors that have contributed to these challenges.”\u003c/p>\n\u003cp>Representatives from transit agencies also stressed the need to resolve issues with financial reconciliation promptly, as the end of the fiscal year for many agencies nears.\u003c/p>\n\u003cp>“ Cubic is impacting BART’s ability to provide high-quality public transportation, and that’s a problem. My board members are saying, ‘How much longer are you gonna take this?’” Powers said, adding that “BART engineering is looking at what my options are.”\u003c/p>\n\u003cp>Due to an unsuccessful attempt at fixing critical issues last weekend, Cubic’s target date for resolving major problems with Clipper 2.0 now stretches into the end of this month, at least.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal",
"title": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal",
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"content": "\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.[aside postID=news_12081663 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg']When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" 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. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" 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. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "East Bay Residents Push Back as Caltrans Studies Lifting I-580 Truck Ban",
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"content": "\u003cp>Dozens of residents expressed frustration for almost three hours at a Saturday listening session in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a>, overwhelmingly telling representatives from Caltrans, the Bay Area Air District and others to halt a study into a decades-old truck ban on Interstate 580.\u003c/p>\n\u003cp>The Caltrans study, \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">launched last year\u003c/a> following community concerns over health equity, investigates how lifting a ban on trucks that weigh over 9,000 pounds would affect safety and public health for communities along the I-580 corridor. The study takes into account traffic, air quality, noise and racial equity.\u003c/p>\n\u003cp>Right now, large trucks instead use Interstate 880, which runs through the flatlands of San Leandro and Oakland. Those areas experience disproportionate rates of asthma hospitalizations and overall have lower life expectancy rates, according to the \u003ca href=\"https://acphd-web-media.s3-us-west-2.amazonaws.com/media/data-reports/city-county-regional/docs/maps2016.pdf\">Alameda County Public Health Department\u003c/a> and the \u003ca href=\"https://www.baaqmd.gov/~/media/files/ab617-community-health/west-oakland/2019-meetings/100219-files/final-plan-vol-1-100219-pdf.pdf?rev=77062b14b6e64f1196ec7c9aa870d82d&sc_lang=en\">Bay Area Air District\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Repealing the ban would allow large trucks to use I-580, a corridor that runs through the East Bay hills. Paratransit and buses carrying passengers are already exempt from the ban.\u003c/p>\n\u003cp>“We’re very sympathetic to the fact that 880 has the trucks and elevated levels of asthma, but our message to Caltrans is to solve the problem where it exists. Don’t spread it to new communities. Don’t bait one community in Oakland against another community,” Terry Lee, a volunteer with No Big Rigs on I-580, said.\u003c/p>\n\u003cp>The findings of the study wouldn’t automatically mean that the ban would be repealed, according to Caltrans. Any change would require a state law be passed.\u003c/p>\n\u003cfigure id=\"attachment_12060982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1313\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-1536x1008.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The I-580 freeway in Oakland on Oct. 21, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But attendees opposed to the study said they also took issue with what they called a lack of engagement by Caltrans. Throughout the tense meeting, several attendees interrupted officials’ presentation and demanded that questions submitted online not be heard in favor of hearing community concerns in the room.\u003c/p>\n\u003cp>At one point, a man interrupted officials, saying “You’re gonna listen, and we’re gonna talk.”\u003c/p>\n\u003cp>Some commenters said they hadn’t heard of the listening session or study through Caltrans, and instead found out about it through other residents.\u003c/p>\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the in-person listening session — which was one of four in the last month — was only part of the engagement process.[aside postID=science_1998844 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2025/10/250808-Casual-Carpool-MD-03_qed.jpg']“We’re actually conducting additional outreach beyond our original scope. We’re continuing to reach out to various stakeholders in the region and will continue to do so,” Oakes said.\u003c/p>\n\u003cp>Oakes said that there are other listening sessions planned for this summer to present the initial study’s findings.\u003c/p>\n\u003cp>One of the only residents who spoke in support of the study and the lifting of the ban mentioned historic environmental racism.\u003c/p>\n\u003cp>“We have a long history in this country of deciding that environmental impacts should only affect people of color and poor people,” said Susanna, who lives along the I-580 corridor and did not give her last name.\u003c/p>\n\u003cp>Donald Duggan, who authored a recent study looking into the demographics of both corridors, said that allowing trucks on I-580 would actually impact more people of color.\u003c/p>\n\u003cp>“There are twice as many Black people who live along 580 than live along 880,” Duggan said.\u003c/p>\n\u003cp>The draft study findings are expected this summer and a final report could be ready as soon as the end of 2026, according to Oakes.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Dozens of residents expressed frustration for almost three hours at a Saturday listening session in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a>, overwhelmingly telling representatives from Caltrans, the Bay Area Air District and others to halt a study into a decades-old truck ban on Interstate 580.\u003c/p>\n\u003cp>The Caltrans study, \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">launched last year\u003c/a> following community concerns over health equity, investigates how lifting a ban on trucks that weigh over 9,000 pounds would affect safety and public health for communities along the I-580 corridor. The study takes into account traffic, air quality, noise and racial equity.\u003c/p>\n\u003cp>Right now, large trucks instead use Interstate 880, which runs through the flatlands of San Leandro and Oakland. Those areas experience disproportionate rates of asthma hospitalizations and overall have lower life expectancy rates, according to the \u003ca href=\"https://acphd-web-media.s3-us-west-2.amazonaws.com/media/data-reports/city-county-regional/docs/maps2016.pdf\">Alameda County Public Health Department\u003c/a> and the \u003ca href=\"https://www.baaqmd.gov/~/media/files/ab617-community-health/west-oakland/2019-meetings/100219-files/final-plan-vol-1-100219-pdf.pdf?rev=77062b14b6e64f1196ec7c9aa870d82d&sc_lang=en\">Bay Area Air District\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Repealing the ban would allow large trucks to use I-580, a corridor that runs through the East Bay hills. Paratransit and buses carrying passengers are already exempt from the ban.\u003c/p>\n\u003cp>“We’re very sympathetic to the fact that 880 has the trucks and elevated levels of asthma, but our message to Caltrans is to solve the problem where it exists. Don’t spread it to new communities. Don’t bait one community in Oakland against another community,” Terry Lee, a volunteer with No Big Rigs on I-580, said.\u003c/p>\n\u003cp>The findings of the study wouldn’t automatically mean that the ban would be repealed, according to Caltrans. Any change would require a state law be passed.\u003c/p>\n\u003cfigure id=\"attachment_12060982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1313\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-1536x1008.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The I-580 freeway in Oakland on Oct. 21, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But attendees opposed to the study said they also took issue with what they called a lack of engagement by Caltrans. Throughout the tense meeting, several attendees interrupted officials’ presentation and demanded that questions submitted online not be heard in favor of hearing community concerns in the room.\u003c/p>\n\u003cp>At one point, a man interrupted officials, saying “You’re gonna listen, and we’re gonna talk.”\u003c/p>\n\u003cp>Some commenters said they hadn’t heard of the listening session or study through Caltrans, and instead found out about it through other residents.\u003c/p>\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the in-person listening session — which was one of four in the last month — was only part of the engagement process.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We’re actually conducting additional outreach beyond our original scope. We’re continuing to reach out to various stakeholders in the region and will continue to do so,” Oakes said.\u003c/p>\n\u003cp>Oakes said that there are other listening sessions planned for this summer to present the initial study’s findings.\u003c/p>\n\u003cp>One of the only residents who spoke in support of the study and the lifting of the ban mentioned historic environmental racism.\u003c/p>\n\u003cp>“We have a long history in this country of deciding that environmental impacts should only affect people of color and poor people,” said Susanna, who lives along the I-580 corridor and did not give her last name.\u003c/p>\n\u003cp>Donald Duggan, who authored a recent study looking into the demographics of both corridors, said that allowing trucks on I-580 would actually impact more people of color.\u003c/p>\n\u003cp>“There are twice as many Black people who live along 580 than live along 880,” Duggan said.\u003c/p>\n\u003cp>The draft study findings are expected this summer and a final report could be ready as soon as the end of 2026, according to Oakes.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.[aside postID=news_12074874 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-14-BL-KQED.jpg']“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "caltrans-explores-high-speed-buses-as-alternative-to-rail-in-california",
"title": "Caltrans Explores High-Speed Bus Network to Complement Rail System",
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"headTitle": "Caltrans Explores High-Speed Bus Network to Complement Rail System | KQED",
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"content": "\u003cp>While high-speed rail has long captured the imagination of road-weary \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> travelers, Caltrans is exploring the feasibility of a different mode of expedited travel: high-speed buses.\u003c/p>\n\u003cp>Caltrans staff on Wednesday shared research on how high-speed buses capable of traveling anywhere from 80 to 140 mph might operate safely if found feasible on California’s freeway system.\u003c/p>\n\u003cp>Ryan Snyder, feasibility studies manager at Caltrans, said the purpose of the presentation was to stimulate a public discussion about how to best use California’s existing freeway system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Are we using and managing this asset to its highest and best use? And if not, what could we do differently to meet today’s and tomorrow’s goals?” Snyder said, noting that if the freeway system were designed today, it would have been done “very differently.”\u003c/p>\n\u003cp>While the project is still in the research phase, and many questions remain about the significant engineering hurdles necessary to make the idea a reality, Caltrans staff said high-speed buses could transform long-distance travel with a faster, safer and more efficient mobility option for California.\u003c/p>\n\u003cp>The project envisions dedicated high-speed bus lanes, separated from other traffic, running down the middle of freeways and broken up by stations where passengers can get on and off. Snyder said initial designs could offer regional service along State Route 99, connecting communities like Bakersfield, Visalia and Fresno. Ideas for interregional service include using interstates 80, 5 and U.S. Route 101 to connect far-flung destinations like San Diego, Los Angeles and San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. Once leaving the station in downtown Fresno, high-speed rail passengers would zoom by on their way to Bakersfield, the next stop in the Central Valley. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 100 mph, a high-speed bus trip from Los Angeles to San Francisco would take 3 hours and 50 minutes, Snyder said, shaving hours off current travel times by a personal vehicle.\u003c/p>\n\u003cp>Far from replacing California’s high-speed rail, Snyder said high-speed buses could complement and improve the value of the section of high-speed rail currently under construction from Merced to Bakersfield while the state works on securing funding to construct the rest of the proposed system from San Francisco to Los Angeles.\u003c/p>\n\u003cp>“ This could connect on the south end and could connect on the north end so that high-speed rail has more value than it would if it were just a disconnected segment of rail,” Snyder said.[aside postID=news_12082380 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/023_KQED_SanFrancisco_Coronavirus_03132020__qed.jpg']The research takes inspiration from Adelaide, Australia’s O-Bahn guided busway, where buses reach speeds of 62 mph along a 7-mile dedicated path. But according to a preliminary \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/preliminary-investigations/pi-0399-bus-pi-r1-1-a11y-1.pdf\">investigation\u003c/a> authored by Snyder in 2025, a significant obstacle is the lack of real-world examples of a high-speed bus system like the one envisioned by Caltrans.\u003c/p>\n\u003cp>“ High-speed buses could one day provide a speed advantage at a lower cost using existing freeway corridors once the technology is ready,” said Mehdi Moeinaddini, senior transportation planner at Caltrans. “But for now, trains and other established options remain more practical, and the right choice will depend on future economic analysis and the needs of each corridor.”\u003c/p>\n\u003cp>Moeinaddini said what fuel powers the buses — whether electric, hydrogen fuel cell, natural gas or something else — will depend on future innovations in the field.\u003c/p>\n\u003cp>Next steps include further research and testing on the design of buses, including aerodynamics, improved braking systems and other considerations to make the buses safer at such high speeds.\u003c/p>\n\u003cp>The research project has been submitted and is awaiting funding, according to Tori Kanzler, Chief of Caltrans Research Program Development Branch.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>While high-speed rail has long captured the imagination of road-weary \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> travelers, Caltrans is exploring the feasibility of a different mode of expedited travel: high-speed buses.\u003c/p>\n\u003cp>Caltrans staff on Wednesday shared research on how high-speed buses capable of traveling anywhere from 80 to 140 mph might operate safely if found feasible on California’s freeway system.\u003c/p>\n\u003cp>Ryan Snyder, feasibility studies manager at Caltrans, said the purpose of the presentation was to stimulate a public discussion about how to best use California’s existing freeway system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Are we using and managing this asset to its highest and best use? And if not, what could we do differently to meet today’s and tomorrow’s goals?” Snyder said, noting that if the freeway system were designed today, it would have been done “very differently.”\u003c/p>\n\u003cp>While the project is still in the research phase, and many questions remain about the significant engineering hurdles necessary to make the idea a reality, Caltrans staff said high-speed buses could transform long-distance travel with a faster, safer and more efficient mobility option for California.\u003c/p>\n\u003cp>The project envisions dedicated high-speed bus lanes, separated from other traffic, running down the middle of freeways and broken up by stations where passengers can get on and off. Snyder said initial designs could offer regional service along State Route 99, connecting communities like Bakersfield, Visalia and Fresno. Ideas for interregional service include using interstates 80, 5 and U.S. Route 101 to connect far-flung destinations like San Diego, Los Angeles and San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12083557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083557\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/IMG_4619_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A viaduct runs alongside Highway 99 in south Fresno on March 27, 2019. Once leaving the station in downtown Fresno, high-speed rail passengers would zoom by on their way to Bakersfield, the next stop in the Central Valley. \u003ccite>(Alex Hall/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At 100 mph, a high-speed bus trip from Los Angeles to San Francisco would take 3 hours and 50 minutes, Snyder said, shaving hours off current travel times by a personal vehicle.\u003c/p>\n\u003cp>Far from replacing California’s high-speed rail, Snyder said high-speed buses could complement and improve the value of the section of high-speed rail currently under construction from Merced to Bakersfield while the state works on securing funding to construct the rest of the proposed system from San Francisco to Los Angeles.\u003c/p>\n\u003cp>“ This could connect on the south end and could connect on the north end so that high-speed rail has more value than it would if it were just a disconnected segment of rail,” Snyder said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The research takes inspiration from Adelaide, Australia’s O-Bahn guided busway, where buses reach speeds of 62 mph along a 7-mile dedicated path. But according to a preliminary \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/research-innovation-system-information/documents/preliminary-investigations/pi-0399-bus-pi-r1-1-a11y-1.pdf\">investigation\u003c/a> authored by Snyder in 2025, a significant obstacle is the lack of real-world examples of a high-speed bus system like the one envisioned by Caltrans.\u003c/p>\n\u003cp>“ High-speed buses could one day provide a speed advantage at a lower cost using existing freeway corridors once the technology is ready,” said Mehdi Moeinaddini, senior transportation planner at Caltrans. “But for now, trains and other established options remain more practical, and the right choice will depend on future economic analysis and the needs of each corridor.”\u003c/p>\n\u003cp>Moeinaddini said what fuel powers the buses — whether electric, hydrogen fuel cell, natural gas or something else — will depend on future innovations in the field.\u003c/p>\n\u003cp>Next steps include further research and testing on the design of buses, including aerodynamics, improved braking systems and other considerations to make the buses safer at such high speeds.\u003c/p>\n\u003cp>The research project has been submitted and is awaiting funding, according to Tori Kanzler, Chief of Caltrans Research Program Development Branch.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "19th-ave-closure-san-francisco-april-24-27-golden-gate-bridge-caltrans",
"title": "19th Avenue Closure: What to Know About Travel Through San Francisco This Weekend",
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"content": "\u003cp>People passing through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> will face another traffic test as Caltrans rolls out its latest planned weekend closure of a major artery near Golden Gate Park.\u003c/p>\n\u003cp>From Friday to Monday, Caltrans will close two lanes of southbound 19th Avenue from Lincoln Way to Sloat Boulevard for asphalt resurfacing work, following an initial weekend-long closure at the end of April.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The artery doubles as State Highway 1 and is a primary way for drivers to access the Golden Gate Bridge from the south.\u003c/p>\n\u003cp>Keep reading for what to know about the 19th Avenue closure and how it could affect your weekend.\u003c/p>\n\u003ch2>What part of 19th Avenue will be closed this weekend?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Matt O’Donnell, a spokesperson for Caltrans, said crews will pave the southbound lanes of 19th Avenue during the 74-hour closure, after repairing northbound lanes at the end of April.\u003c/span>\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=X_jGlcUAMVs\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Crews will start at Lincoln Way and then head south to Sloat Boulevard by Stonestown Galleria.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">O’Donnell said additional crews will be deployed this weekend to ensure maintenance is as “efficient as possible.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">One lane will remain open on 19th Avenue for public transit, emergency responders and local access. Parking on 19th Avenue will also be restricted in work zones. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12082801\" class=\"wp-caption alignleft\" style=\"max-width: 619px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map.jpeg\" alt=\"\" width=\"619\" height=\"801\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map.jpeg 619w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map-160x207.jpeg 160w\" sizes=\"auto, (max-width: 619px) 100vw, 619px\">\u003cfigcaption class=\"wp-caption-text\">Caltrans suggested a detour route for drivers navigating the southbound 19th Avenue partial closure. \u003ccite>(Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">“ This is a really busy area in San Francisco. There’s a lot going on,” O’Donnell said, adding that Caltrans has canvassed the area to alert residents and businesses of the upcoming work.\u003c/span>\u003c/p>\n\u003ch2>When exactly will the 19th Avenue closure start and end?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">This weekend’s closure will start at 3 a.m. Friday, May 8, and end at 5:00 a.m. Monday, May 11.\u003c/span>\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the 19th Avenue closure?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Caltrans recommended three main alternate routes for circumventing the lane shutdowns, each using Sunset Boulevard. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“One of the things we found last time was the traffic [on Sunset] was really flowing very, very well,” O’Donnell said. “So that’s a very good way to get around the closure.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Caltrans said the work is needed to improve driver safety, upgrade facilities to the Americans with Disabilities Act standards and extend the life of the existing pavement. \u003c/span>\u003c/p>\n\u003ch2>\u003cspan style=\"font-size: 24px\">Will this 19th Avenue closure end this weekend?\u003c/span>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">No: This weekend’s work is the second of three planned weekend closures on 19th Avenue over roughly the next month. A final closure is planned for Memorial Day weekend. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">When completed, Caltrans said it will have repaved more than 18 lane miles of 19th Avenue, stretching from Lincoln Way to Holloway Avenue, by San Francisco State University.\u003c/span>\u003c/p>\n\u003ch2>\u003cspan style=\"font-size: 24px\">Will public transit be affected by the 19th Avenue closure?\u003c/span>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">San Francisco Municipal Transportation Agency Director Julie Kirschbaum said in April that the agency worked with Caltrans to schedule the work over three long weekends, dramatically shortening the timeline for completion from an estimated 40 days to nine.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">During the repaving work, the SFMTA is \u003c/span>\u003ca href=\"https://www.sfmta.com/travel-updates/northbound-19th-avenue-repaving-friday-april-24-monday-april-27-2026\">\u003cspan style=\"font-weight: 400\">adjusting \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">stops for the 28, 28R, 48, 66, and 91 Muni routes and said the 7, 29, L-Owl, N-Owl, N Bus, L Taraval, and N Judah may experience delays. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12060014\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060014\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni riders wait for the bus outside West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the time, Kirschbaum said she expected travel to be slow on the corridor during construction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“This is a major construction project, and it will inconvenience people who travel on 19th Avenue,” Kirschbaum said. “We know Muni riders and drivers will appreciate the smooth ride they’ll experience after the repaving work is done.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The 19th Avenue repaving project is part of Caltrans’ “Fab 4 Rehab,” four \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-fab-4-rehabilitation-projects-toolkit\">major\u003c/a> road rehabilitation projects in San Francisco County that are planned or currently underway.\u003c/span>\u003c/p>\n\u003ch2>Will the Golden Gate Bridge be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">O’Donnell said that travelers who typically use the thoroughfare to access the Golden Gate Bridge and the North Bay should “stay off of 19th Avenue, use the alternate routes.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Golden Gate Bridge, Highway and Transportation District said in April it does not anticipate major traffic impacts due to the closure, but said it will be ready to respond if the need arises. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Residents can reach out to Caltrans at the project’s hotline at 510-286-0319 to ask questions and share feedback. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">KQED’s \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/aemslie\">\u003ci>\u003cspan style=\"font-weight: 400\">Alex Emslie\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> and \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003ci>\u003cspan style=\"font-weight: 400\">Elize Manoukian\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> contributed to this report. \u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>People passing through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> will face another traffic test as Caltrans rolls out its latest planned weekend closure of a major artery near Golden Gate Park.\u003c/p>\n\u003cp>From Friday to Monday, Caltrans will close two lanes of southbound 19th Avenue from Lincoln Way to Sloat Boulevard for asphalt resurfacing work, following an initial weekend-long closure at the end of April.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The artery doubles as State Highway 1 and is a primary way for drivers to access the Golden Gate Bridge from the south.\u003c/p>\n\u003cp>Keep reading for what to know about the 19th Avenue closure and how it could affect your weekend.\u003c/p>\n\u003ch2>What part of 19th Avenue will be closed this weekend?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Matt O’Donnell, a spokesperson for Caltrans, said crews will pave the southbound lanes of 19th Avenue during the 74-hour closure, after repairing northbound lanes at the end of April.\u003c/span>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/X_jGlcUAMVs'\n title='//www.youtube.com/embed/X_jGlcUAMVs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">Crews will start at Lincoln Way and then head south to Sloat Boulevard by Stonestown Galleria.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">O’Donnell said additional crews will be deployed this weekend to ensure maintenance is as “efficient as possible.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">One lane will remain open on 19th Avenue for public transit, emergency responders and local access. Parking on 19th Avenue will also be restricted in work zones. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12082801\" class=\"wp-caption alignleft\" style=\"max-width: 619px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map.jpeg\" alt=\"\" width=\"619\" height=\"801\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map.jpeg 619w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/traffic-advisory-2026-05-04-19th_ave_repaving_work_detour_map-160x207.jpeg 160w\" sizes=\"auto, (max-width: 619px) 100vw, 619px\">\u003cfigcaption class=\"wp-caption-text\">Caltrans suggested a detour route for drivers navigating the southbound 19th Avenue partial closure. \u003ccite>(Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">“ This is a really busy area in San Francisco. There’s a lot going on,” O’Donnell said, adding that Caltrans has canvassed the area to alert residents and businesses of the upcoming work.\u003c/span>\u003c/p>\n\u003ch2>When exactly will the 19th Avenue closure start and end?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">This weekend’s closure will start at 3 a.m. Friday, May 8, and end at 5:00 a.m. Monday, May 11.\u003c/span>\u003c/p>\n\u003ch2>What detours and alternative routes are recommended during the 19th Avenue closure?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Caltrans recommended three main alternate routes for circumventing the lane shutdowns, each using Sunset Boulevard. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“One of the things we found last time was the traffic [on Sunset] was really flowing very, very well,” O’Donnell said. “So that’s a very good way to get around the closure.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Caltrans said the work is needed to improve driver safety, upgrade facilities to the Americans with Disabilities Act standards and extend the life of the existing pavement. \u003c/span>\u003c/p>\n\u003ch2>\u003cspan style=\"font-size: 24px\">Will this 19th Avenue closure end this weekend?\u003c/span>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">No: This weekend’s work is the second of three planned weekend closures on 19th Avenue over roughly the next month. A final closure is planned for Memorial Day weekend. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">When completed, Caltrans said it will have repaved more than 18 lane miles of 19th Avenue, stretching from Lincoln Way to Holloway Avenue, by San Francisco State University.\u003c/span>\u003c/p>\n\u003ch2>\u003cspan style=\"font-size: 24px\">Will public transit be affected by the 19th Avenue closure?\u003c/span>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">San Francisco Municipal Transportation Agency Director Julie Kirschbaum said in April that the agency worked with Caltrans to schedule the work over three long weekends, dramatically shortening the timeline for completion from an estimated 40 days to nine.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">During the repaving work, the SFMTA is \u003c/span>\u003ca href=\"https://www.sfmta.com/travel-updates/northbound-19th-avenue-repaving-friday-april-24-monday-april-27-2026\">\u003cspan style=\"font-weight: 400\">adjusting \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">stops for the 28, 28R, 48, 66, and 91 Muni routes and said the 7, 29, L-Owl, N-Owl, N Bus, L Taraval, and N Judah may experience delays. \u003c/span>\u003c/p>\n\u003cfigure id=\"attachment_12060014\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060014\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni riders wait for the bus outside West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the time, Kirschbaum said she expected travel to be slow on the corridor during construction.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“This is a major construction project, and it will inconvenience people who travel on 19th Avenue,” Kirschbaum said. “We know Muni riders and drivers will appreciate the smooth ride they’ll experience after the repaving work is done.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The 19th Avenue repaving project is part of Caltrans’ “Fab 4 Rehab,” four \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-san-francisco-freeway-and-road-rehabilitation/d4-fab-4-rehabilitation-projects-toolkit\">major\u003c/a> road rehabilitation projects in San Francisco County that are planned or currently underway.\u003c/span>\u003c/p>\n\u003ch2>Will the Golden Gate Bridge be affected by the 19th Avenue closure?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">O’Donnell said that travelers who typically use the thoroughfare to access the Golden Gate Bridge and the North Bay should “stay off of 19th Avenue, use the alternate routes.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Golden Gate Bridge, Highway and Transportation District said in April it does not anticipate major traffic impacts due to the closure, but said it will be ready to respond if the need arises. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Residents can reach out to Caltrans at the project’s hotline at 510-286-0319 to ask questions and share feedback. \u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">KQED’s \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/aemslie\">\u003ci>\u003cspan style=\"font-weight: 400\">Alex Emslie\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> and \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003ci>\u003cspan style=\"font-weight: 400\">Elize Manoukian\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> contributed to this report. \u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sfs-e-scooter-complaints-more-than-doubled-the-city-moves-to-extend-lime-spin-permits-anyway",
"title": "SF’s E-Scooter Complaints Have More Than Doubled. The City Moves to Extend Lime, Spin Permits Anyway",
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"headTitle": "SF’s E-Scooter Complaints Have More Than Doubled. The City Moves to Extend Lime, Spin Permits Anyway | KQED",
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"content": "\u003cp>Complaints about scooters in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> more than doubled last year, with residents primarily frustrated by haphazardly parked e-scooters blocking sidewalks and driveways, even as the popularity of the electric vehicles continues to grow.\u003c/p>\n\u003cp>Amid these two competing trends, city transit officials on Tuesday paved the way to extend operating permits for two scooter share companies for up to two more years.\u003c/p>\n\u003cp>The city’s Powered Scooter Share Permit Program currently allows the companies Lime and Spin, both headquartered in San Francisco, to operate fleets of no more than 3,250 scooters each.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>With those permits previously set to expire on June 30, the San Francisco Municipal Transportation Agency (SFMTA) Board of Directors voted unanimously to authorize an extension of the permits up to June 2028, without having the companies formally reapply. Lime and Spin have both operated in the city since 2019 and had fleets of roughly 2,600 and 2,100 scooters on average in 2025, respectively.\u003c/p>\n\u003cp>Ridership on Lime more than doubled between 2024 and 2025, said Monica DiLullo, a spokesperson at Lime. But, according to a KQED analysis of data from the city’s 311 Customer Service center, so too have complaints about illegally parked e-scooters and unsafe riding, which rose from over 5,000 to more than 11,000 during the same time frame.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Scooter 311 Complaints, January through April\" aria-label=\"Grouped column chart\" id=\"datawrapper-chart-tsl66\" src=\"https://datawrapper.dwcdn.net/tsl66/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"503\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“More activity commensurate with that rise does make sense,” DiLullo said of the 311 complaints. SFMTA data shows Lime logged over 260,000 trips in October 2025, the highest recorded for the scooter share program. “As we continue to grow, we always want to do better, and we’ll keep working on improving service for riders and non-riders alike.”\u003c/p>\n\u003cp>Spin did not respond to requests for comment.\u003c/p>\n\u003cp>Kate Toran, SFMTA’s Director of the Taxis, Access & Mobility Services Division, said the rise in complaints could be attributed to several factors, including changes made to the 311 reporting process, as well as confusion by members of the public as to what is or isn’t a scooter.\u003c/p>\n\u003cp>“ There are a whole lot of new e-device types, and people may be referring to those as scooters. It could be a reflection of the growing micromobility category and the looseness with which we use the term ‘scooter’ to define a range of micromobility types,” Toran said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"700\" height=\"600\" allow=\"local-network-access; geolocation\" title=\"San Francisco 311 Scooter Complaints in 2025\" src=\"https://kqedsf.maps.arcgis.com/apps/mapviewer/index.html?configurableview=true&webmap=c2448430afcc4a428fd720613d7652f7&theme=light&heading=true&legend=true&scroll=false¢er=-122.44719999423074,37.761386048658764&scale=72223.819286\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Some neighborhoods, however, feel the pain of improperly parked scooters more than others, with the majority of 311 complaints originating in the city’s North Beach neighborhood.\u003c/p>\n\u003cp>“It’s scooter-geddon down here,” said former San Francisco Supervisor Aaron Peskin, who lives in North Beach and is the treasurer of the North Beach Business Association.\u003c/p>\n\u003cp>Peskin singled out Lime specifically, accusing the company of routinely redistributing scooters in the middle of sidewalks or blocking ADA-accessible ramps. Spin, he said, generally tethers scooters to a bicycle rack or a pole at the edge of a sidewalk.\u003c/p>\n\u003cfigure id=\"attachment_12082576\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082576\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lime scooters crowd the sidewalk in San Francisco’s North Beach neighborhood. \u003ccite>(Courtesy of Aaron Peskin)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ It is an ADA lawsuit waiting to happen because of out-of-control behavior by a city-permitted, for-profit organization that is thumbing their nose at the city,” Peskin said. “ They should put these companies on a short leash and hold them accountable.”\u003c/p>\n\u003cp>DiLullo said photos shared by Peskin of improperly parked scooters were “rider misparked vehicles.” She noted the company only deploys vehicles to bike racks and strictly adheres to city requirements, which allow workers to park two scooters per rack.\u003c/p>\n\u003cp>DiLullo said Lime employs foot patrol teams who actively work to fix misparked vehicles. She added that the company is launching a new campaign later this week, called “Parking Wardens,” which discourages sidewalk riding and bad parking by offering discounts to riders who follow the rules, among other incentives.\u003c/p>\n\u003cfigure id=\"attachment_12082574\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082574\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A member of Lime’s foot patrol parks vehicles at bike racks in San Francisco. \u003ccite>(Courtesy of Lime)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Anyone with complaints about vehicles in the wrong locations should come directly to Lime, and we will get right on fixing the problem,” DiLullo said.\u003c/p>\n\u003cp>By providing the option to travel by a small, electric motorized scooter instead of a private car, the SFMTA cites shared scooters as a way to improve public health and safety and to reduce traffic. And for street safety advocates like Robin Pam, San Francisco director at Streets For All, the program is an important tool for the city to meet its transit goals.\u003c/p>\n\u003cp>If there are issues with parking, Pam said the city should build scooter parking corrals in existing no-parking zones, such as those made available by the state’s recent \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law.\u003c/p>\n\u003cp>“We can clear sidewalks and improve intersection safety at the same time by turning these daylighting spaces into organized parking for bikes and scooters,” Pam said.[aside postID=news_12078969 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreetscooter-1020x669.jpg']Instead of making the companies reapply for permits, SFMTA staff said extending the term of the permits would make more efficient use of limited staff resources, and any changes to the program would be minimal.\u003c/p>\n\u003cp>Under its permit rules, the SFMTA may cite scooter share companies for improperly parked scooters and other violations. The agency may also waive fines if the companies consistently address parking-related violations quickly. According to an SFMTA \u003ca href=\"https://www.sfmta.com/scooter-and-bike-citations-issued-san-francisco\">dashboard\u003c/a>, since Dec. 31, 2023, the agency has handed out 16,950 parking citations to Lime and 7,150 to Spin, but both companies are considered to be in good standing.\u003c/p>\n\u003cp>”Now that the program is mature, we thought this was a good time to request the permit term extension so we can focus on some of the larger micromobility issues,” Toran said, citing demand for the SFMTA to weigh in on “various e-bikes, e-motos, one-wheel devices and everything in between.”\u003c/p>\n\u003cp>Toran said the agency meets with Lime and Spin regularly to share issues, and it can restrict parking in certain areas as the need arises. The SFMTA updated parking restrictions for the program as recently as September 2025, prohibiting riders from parking scooters at the city’s Fisherman’s Wharf and other areas.\u003c/p>\n\u003cp>Toran said that while the SFMTA does not have jurisdiction to regulate private scooters or other micromobility modes, the scooter share program allows the SFMTA to hold Lime and Spin accountable.\u003c/p>\n\u003cp>“We do want to emphasize that having a regulated service that fills that transportation need is something that we find important and want to focus on,” Toran said.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> An earlier version of this story incorrectly spelled the surname of the SFMTA’s Director of the Taxis, Access & Mobility Services Division. It is Kate Toran. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Complaints about scooters in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> more than doubled last year, with residents primarily frustrated by haphazardly parked e-scooters blocking sidewalks and driveways, even as the popularity of the electric vehicles continues to grow.\u003c/p>\n\u003cp>Amid these two competing trends, city transit officials on Tuesday paved the way to extend operating permits for two scooter share companies for up to two more years.\u003c/p>\n\u003cp>The city’s Powered Scooter Share Permit Program currently allows the companies Lime and Spin, both headquartered in San Francisco, to operate fleets of no more than 3,250 scooters each.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>With those permits previously set to expire on June 30, the San Francisco Municipal Transportation Agency (SFMTA) Board of Directors voted unanimously to authorize an extension of the permits up to June 2028, without having the companies formally reapply. Lime and Spin have both operated in the city since 2019 and had fleets of roughly 2,600 and 2,100 scooters on average in 2025, respectively.\u003c/p>\n\u003cp>Ridership on Lime more than doubled between 2024 and 2025, said Monica DiLullo, a spokesperson at Lime. But, according to a KQED analysis of data from the city’s 311 Customer Service center, so too have complaints about illegally parked e-scooters and unsafe riding, which rose from over 5,000 to more than 11,000 during the same time frame.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Scooter 311 Complaints, January through April\" aria-label=\"Grouped column chart\" id=\"datawrapper-chart-tsl66\" src=\"https://datawrapper.dwcdn.net/tsl66/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"503\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“More activity commensurate with that rise does make sense,” DiLullo said of the 311 complaints. SFMTA data shows Lime logged over 260,000 trips in October 2025, the highest recorded for the scooter share program. “As we continue to grow, we always want to do better, and we’ll keep working on improving service for riders and non-riders alike.”\u003c/p>\n\u003cp>Spin did not respond to requests for comment.\u003c/p>\n\u003cp>Kate Toran, SFMTA’s Director of the Taxis, Access & Mobility Services Division, said the rise in complaints could be attributed to several factors, including changes made to the 311 reporting process, as well as confusion by members of the public as to what is or isn’t a scooter.\u003c/p>\n\u003cp>“ There are a whole lot of new e-device types, and people may be referring to those as scooters. It could be a reflection of the growing micromobility category and the looseness with which we use the term ‘scooter’ to define a range of micromobility types,” Toran said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" width=\"700\" height=\"600\" allow=\"local-network-access; geolocation\" title=\"San Francisco 311 Scooter Complaints in 2025\" src=\"https://kqedsf.maps.arcgis.com/apps/mapviewer/index.html?configurableview=true&webmap=c2448430afcc4a428fd720613d7652f7&theme=light&heading=true&legend=true&scroll=false¢er=-122.44719999423074,37.761386048658764&scale=72223.819286\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Some neighborhoods, however, feel the pain of improperly parked scooters more than others, with the majority of 311 complaints originating in the city’s North Beach neighborhood.\u003c/p>\n\u003cp>“It’s scooter-geddon down here,” said former San Francisco Supervisor Aaron Peskin, who lives in North Beach and is the treasurer of the North Beach Business Association.\u003c/p>\n\u003cp>Peskin singled out Lime specifically, accusing the company of routinely redistributing scooters in the middle of sidewalks or blocking ADA-accessible ramps. Spin, he said, generally tethers scooters to a bicycle rack or a pole at the edge of a sidewalk.\u003c/p>\n\u003cfigure id=\"attachment_12082576\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082576\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SF-Scooters_Peskin1-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lime scooters crowd the sidewalk in San Francisco’s North Beach neighborhood. \u003ccite>(Courtesy of Aaron Peskin)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ It is an ADA lawsuit waiting to happen because of out-of-control behavior by a city-permitted, for-profit organization that is thumbing their nose at the city,” Peskin said. “ They should put these companies on a short leash and hold them accountable.”\u003c/p>\n\u003cp>DiLullo said photos shared by Peskin of improperly parked scooters were “rider misparked vehicles.” She noted the company only deploys vehicles to bike racks and strictly adheres to city requirements, which allow workers to park two scooters per rack.\u003c/p>\n\u003cp>DiLullo said Lime employs foot patrol teams who actively work to fix misparked vehicles. She added that the company is launching a new campaign later this week, called “Parking Wardens,” which discourages sidewalk riding and bad parking by offering discounts to riders who follow the rules, among other incentives.\u003c/p>\n\u003cfigure id=\"attachment_12082574\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082574\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/Lime_escooter1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A member of Lime’s foot patrol parks vehicles at bike racks in San Francisco. \u003ccite>(Courtesy of Lime)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Anyone with complaints about vehicles in the wrong locations should come directly to Lime, and we will get right on fixing the problem,” DiLullo said.\u003c/p>\n\u003cp>By providing the option to travel by a small, electric motorized scooter instead of a private car, the SFMTA cites shared scooters as a way to improve public health and safety and to reduce traffic. And for street safety advocates like Robin Pam, San Francisco director at Streets For All, the program is an important tool for the city to meet its transit goals.\u003c/p>\n\u003cp>If there are issues with parking, Pam said the city should build scooter parking corrals in existing no-parking zones, such as those made available by the state’s recent \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law.\u003c/p>\n\u003cp>“We can clear sidewalks and improve intersection safety at the same time by turning these daylighting spaces into organized parking for bikes and scooters,” Pam said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Instead of making the companies reapply for permits, SFMTA staff said extending the term of the permits would make more efficient use of limited staff resources, and any changes to the program would be minimal.\u003c/p>\n\u003cp>Under its permit rules, the SFMTA may cite scooter share companies for improperly parked scooters and other violations. The agency may also waive fines if the companies consistently address parking-related violations quickly. According to an SFMTA \u003ca href=\"https://www.sfmta.com/scooter-and-bike-citations-issued-san-francisco\">dashboard\u003c/a>, since Dec. 31, 2023, the agency has handed out 16,950 parking citations to Lime and 7,150 to Spin, but both companies are considered to be in good standing.\u003c/p>\n\u003cp>”Now that the program is mature, we thought this was a good time to request the permit term extension so we can focus on some of the larger micromobility issues,” Toran said, citing demand for the SFMTA to weigh in on “various e-bikes, e-motos, one-wheel devices and everything in between.”\u003c/p>\n\u003cp>Toran said the agency meets with Lime and Spin regularly to share issues, and it can restrict parking in certain areas as the need arises. The SFMTA updated parking restrictions for the program as recently as September 2025, prohibiting riders from parking scooters at the city’s Fisherman’s Wharf and other areas.\u003c/p>\n\u003cp>Toran said that while the SFMTA does not have jurisdiction to regulate private scooters or other micromobility modes, the scooter share program allows the SFMTA to hold Lime and Spin accountable.\u003c/p>\n\u003cp>“We do want to emphasize that having a regulated service that fills that transportation need is something that we find important and want to focus on,” Toran said.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Correction:\u003c/strong> An earlier version of this story incorrectly spelled the surname of the SFMTA’s Director of the Taxis, Access & Mobility Services Division. It is Kate Toran. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Hailing the results of a new report showing \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">automated speed cameras\u003c/a> are reducing dangerous speeding in San Francisco, city leaders and traffic safety advocates on Wednesday kicked off a campaign to expand the program.\u003c/p>\n\u003cp>Since the first of the city’s speed cameras, which are spread out across 33 locations in the city, were installed in March 2025, the share of drivers traveling 10 mph or more above the speed limit has dropped by nearly 80% across camera locations, compared to pre-implementation levels, according to a report by the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“ San Francisco is proving that this is a technology that works, it’s saving lives, and it’s time to double down and get more of it,” said San Francisco District Six Supervisor Matt Dorsey, who said he plans to introduce a resolution to the city’s Board of Supervisors on Tuesday reaffirming support for the program and highlighting its success.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The cameras began issuing citations starting at $50 to drivers traveling 11 mph or more over the speed limit in August 2025, following a several-month warning period, when $0 citations were issued.\u003c/p>\n\u003cp>The speed camera program was authorized by AB 645, a 2023 law which allowed six California cities — including \u003ca href=\"https://www.kqed.org/news/12075751/oaklands-speed-cameras-start-ticketing-sunday-here-are-the-hot-spots\">Oakland\u003c/a>, San Jose, Los Angeles, Glendale and Long Beach — to pilot automated speed cameras for five years, in a bid to make streets safer. Speeding is a primary factor in traffic collisions that cause serious injury or death in San Francisco, according to the SFMTA. An average of 29 people have died in traffic collisions in the city each year since 2014.\u003c/p>\n\u003cp>The pedestrian safety advocacy non-profit Walk San Francisco said it’s beginning to explore ways to expand and strengthen automated speed camera programs in both San Francisco and across the state, including making the pilot permanent or increasing the number of cameras.\u003c/p>\n\u003cfigure id=\"attachment_12081689\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive on 10th Street between Harrison and Folsom streets in San Francisco on April 28, 2026, where a speed camera is part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>”Drivers need to slow down, and the great news is that because of this technology, they are,” said Jodie Medeiros, executive director of Walk San Francisco.\u003c/p>\n\u003cp>SFMTA officials said the cameras issued more than 163,900 citations and over 553,600 warnings as of the end of March.\u003c/p>\n\u003cp>The number of warnings and citations issued by the cameras steadily decreased from August 2025 to January, but has since ticked up, hitting a high of nearly 53,000 in March, the highest yet since all cameras started citing drivers.\u003c/p>\n\u003cp>The SFMTA said a range of factors, including traffic volume, major events like the Super Bowl, construction activity and ongoing refinements to the technology, can influence the citation rate.[aside postID=news_12050882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0003_GH-KQED.jpg']SFMTA Streets Division Director Viktoriya Wise said the agency isn’t measuring success by the number of citations issued, but rather if drivers are slowing down.\u003c/p>\n\u003cp>In August 2025, 43% of drivers who received a citation were traveling 16-20 mph over the speed limit, but by last month, that number had dropped to 24%. Meanwhile, the percentage of people who received a ticket for driving 11-15 mph over the speed limit climbed in August 2025 from 49% to 71% in March 2026.\u003c/p>\n\u003cp>“ If we all slow down a little bit, and if our behavior is adjusted through this program, that is a success,” Wise said.\u003c/p>\n\u003cp>For Lori Lai, a survivor of a 2023 traffic collision involving a speeding driver in the city’s Excelsior neighborhood, the speed camera program is a way to keep other people from getting hurt.\u003c/p>\n\u003cp>“I had made it a little more than halfway to the median in the middle of Alemany Boulevard, when out of nowhere, a driver making a left turn struck me, throwing my body up over the hood of his car, and my head slammed against the windshield,” Lai said. “ It was loud enough that people heard it from their homes.”\u003c/p>\n\u003cp>Lai is a member of Families for Safe Streets, a group of people who have been directly affected by traffic crashes. She said the incident forced her to go on disability, which cut her pay. It took her over a year to recover, she said, but she counts herself as one of the lucky ones.\u003c/p>\n\u003cp>“ When I look around our city, it is clear that we need more prevention when it comes to keeping people safe. When I see a speed camera, I see lives saved and tragedies averted,” Lai said.\u003c/p>\n\u003cfigure id=\"attachment_12081688\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081688\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on 10th Street monitors traffic between Harrison and Folsom streets in San Francisco on April 28, 2026, as part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland joined San Francisco in implementing its speed camera program earlier this year, while San Jose is planning to install its cameras later this year. No matter when San Jose begins its five-year pilot, the programs have a hard cutoff date of January 2032.\u003c/p>\n\u003cp>Dorsey said he was surprised at how difficult it was to get AB 645 passed, noting that it took six attempts over eight years in the California legislature.\u003c/p>\n\u003cp>“It was revelatory to me here in the bubble of San Francisco. I don’t think we fully appreciate that this is a great, big, car-driving state, and we really had an uphill battle for many years,” Dorsey said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Hailing the results of a new report showing \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">automated speed cameras\u003c/a> are reducing dangerous speeding in San Francisco, city leaders and traffic safety advocates on Wednesday kicked off a campaign to expand the program.\u003c/p>\n\u003cp>Since the first of the city’s speed cameras, which are spread out across 33 locations in the city, were installed in March 2025, the share of drivers traveling 10 mph or more above the speed limit has dropped by nearly 80% across camera locations, compared to pre-implementation levels, according to a report by the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“ San Francisco is proving that this is a technology that works, it’s saving lives, and it’s time to double down and get more of it,” said San Francisco District Six Supervisor Matt Dorsey, who said he plans to introduce a resolution to the city’s Board of Supervisors on Tuesday reaffirming support for the program and highlighting its success.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The cameras began issuing citations starting at $50 to drivers traveling 11 mph or more over the speed limit in August 2025, following a several-month warning period, when $0 citations were issued.\u003c/p>\n\u003cp>The speed camera program was authorized by AB 645, a 2023 law which allowed six California cities — including \u003ca href=\"https://www.kqed.org/news/12075751/oaklands-speed-cameras-start-ticketing-sunday-here-are-the-hot-spots\">Oakland\u003c/a>, San Jose, Los Angeles, Glendale and Long Beach — to pilot automated speed cameras for five years, in a bid to make streets safer. Speeding is a primary factor in traffic collisions that cause serious injury or death in San Francisco, according to the SFMTA. An average of 29 people have died in traffic collisions in the city each year since 2014.\u003c/p>\n\u003cp>The pedestrian safety advocacy non-profit Walk San Francisco said it’s beginning to explore ways to expand and strengthen automated speed camera programs in both San Francisco and across the state, including making the pilot permanent or increasing the number of cameras.\u003c/p>\n\u003cfigure id=\"attachment_12081689\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081689\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-14-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Vehicles drive on 10th Street between Harrison and Folsom streets in San Francisco on April 28, 2026, where a speed camera is part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>”Drivers need to slow down, and the great news is that because of this technology, they are,” said Jodie Medeiros, executive director of Walk San Francisco.\u003c/p>\n\u003cp>SFMTA officials said the cameras issued more than 163,900 citations and over 553,600 warnings as of the end of March.\u003c/p>\n\u003cp>The number of warnings and citations issued by the cameras steadily decreased from August 2025 to January, but has since ticked up, hitting a high of nearly 53,000 in March, the highest yet since all cameras started citing drivers.\u003c/p>\n\u003cp>The SFMTA said a range of factors, including traffic volume, major events like the Super Bowl, construction activity and ongoing refinements to the technology, can influence the citation rate.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>SFMTA Streets Division Director Viktoriya Wise said the agency isn’t measuring success by the number of citations issued, but rather if drivers are slowing down.\u003c/p>\n\u003cp>In August 2025, 43% of drivers who received a citation were traveling 16-20 mph over the speed limit, but by last month, that number had dropped to 24%. Meanwhile, the percentage of people who received a ticket for driving 11-15 mph over the speed limit climbed in August 2025 from 49% to 71% in March 2026.\u003c/p>\n\u003cp>“ If we all slow down a little bit, and if our behavior is adjusted through this program, that is a success,” Wise said.\u003c/p>\n\u003cp>For Lori Lai, a survivor of a 2023 traffic collision involving a speeding driver in the city’s Excelsior neighborhood, the speed camera program is a way to keep other people from getting hurt.\u003c/p>\n\u003cp>“I had made it a little more than halfway to the median in the middle of Alemany Boulevard, when out of nowhere, a driver making a left turn struck me, throwing my body up over the hood of his car, and my head slammed against the windshield,” Lai said. “ It was loud enough that people heard it from their homes.”\u003c/p>\n\u003cp>Lai is a member of Families for Safe Streets, a group of people who have been directly affected by traffic crashes. She said the incident forced her to go on disability, which cut her pay. It took her over a year to recover, she said, but she counts herself as one of the lucky ones.\u003c/p>\n\u003cp>“ When I look around our city, it is clear that we need more prevention when it comes to keeping people safe. When I see a speed camera, I see lives saved and tragedies averted,” Lai said.\u003c/p>\n\u003cfigure id=\"attachment_12081688\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081688\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-SFSPEEDCAMERAS-12-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on 10th Street monitors traffic between Harrison and Folsom streets in San Francisco on April 28, 2026, as part of a city pilot program to reduce speeding and traffic injuries. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Oakland joined San Francisco in implementing its speed camera program earlier this year, while San Jose is planning to install its cameras later this year. No matter when San Jose begins its five-year pilot, the programs have a hard cutoff date of January 2032.\u003c/p>\n\u003cp>Dorsey said he was surprised at how difficult it was to get AB 645 passed, noting that it took six attempts over eight years in the California legislature.\u003c/p>\n\u003cp>“It was revelatory to me here in the bubble of San Francisco. I don’t think we fully appreciate that this is a great, big, car-driving state, and we really had an uphill battle for many years,” Dorsey said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.[aside postID=news_12081471 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-COSTOFDRIVING00282_TV-KQED.jpg']Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been the kind of spring Bay Area transit agencies have been hoping for.\u003c/p>\n\u003cp>BART, Caltrain and Muni reported record-breaking post-pandemic ridership in March, as they continue to claw their way back from drops in usage and revenue wrought by the pandemic and hybrid work schedules. There’s no one reason for the uptick, but explanations range from \u003ca href=\"https://www.kqed.org/news/12077385/12077385\">higher fuel prices\u003c/a> due to the war in Iran, an unseasonably warm March, and an earlier-than-usual start of the Giants’ season, to name a few.\u003c/p>\n\u003cp>“We’re calling it the Ohtani effect,” said BART General Manager Robert Powers, referencing the draw of the Dodgers star player after the agency in April came close to smashing its record for busiest post-pandemic day, when the Dodgers were in town to play the Giants.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency did hit that milestone nearly a month earlier, however, on March 25, with 227,300 exits, coinciding with the Giants Opening Day — a feat that, in turn, broke the previous record set in February, during Super Bowl LX week.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, the city’s bus, light rail and streetcar service, reports total ridership hit 85% of pre-pandemic levels in March, with weekend ridership at 99% compared to the year prior. Caltrain saw a 33% jump — an increase of nearly 300,000 more people riding the rail line serving San Francisco and areas south.\u003c/p>\n\u003cp>AC Transit spokesperson Robert Lyles said March ridership data was still not available due to “software issues with a vendor that is currently impacting several key performance indicators.”\u003c/p>\n\u003cfigure id=\"attachment_12081652\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081652\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00540_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders exit a Muni train on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The added revenue from the surge still falls far short of fixing the agencies’ looming budget deficits, but agency officials said they welcomed the news.\u003c/p>\n\u003cp>“ Typically, March is when things begin to creep up. But this isn’t a creep. This is a jump,” said Dan Lieberman, a spokesman for Caltrain. “ If this is what it feels like to just be warming up, we are going to have an outstanding summer.”\u003c/p>\n\u003cp>With AAA marking the average price of gas in San Francisco at $6.13 for a gallon of regular, it’s likely that some commuters are deciding to switch from driving to riding public transit, according to Michael Anderson, who researches transportation economics at UC Berkeley. But dramatic impacts on public transit ridership would take time and depend on how long fuel prices remain elevated, he said.\u003c/p>\n\u003cp>“ You might get an immediate group of switchers who are pretty flexible, but the majority of people who might change modes might need to rework their schedules or where they live before they would be able to substitute away from driving to taking transit,” Anderson said. “ There’s a lot of people for whom it’s not really feasible to just ditch the car.”\u003c/p>\n\u003cfigure id=\"attachment_12081646\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081646\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00304_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Andrew Jardner poses for a portrait at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Andrew Jardner, 32, started taking Caltrain six months ago, when he got a job working in software development in San Francisco. The Hillsdale resident now takes Caltrain and Muni to get to and from work three days a week, leaving his car at home.\u003c/p>\n\u003cp>“ Having the option to take the train was one of the reasons I accepted the job,” Jardner said. “I would’ve been more hesitant if I had to drive into the city.”\u003c/p>\n\u003cp>Muni’s ridership gains were driven by more people taking the agency’s Metro service, which hit a post-pandemic record of 74% of 2019 levels in March, according to Michael Roccaforte, spokesperson for the SFMTA.\u003c/p>\n\u003cp>“This is a big deal. Up to this point, the highest performing bus lines have been carrying system growth with Muni Metro ridership, and downtown being the missing piece of the puzzle,” Roccaforte said.\u003c/p>\n\u003cfigure id=\"attachment_12081653\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081653\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00587_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fernando Zermeno poses for a portrait at a Muni station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Roccaforte said the increases were proof that the agency’s Muni Forward \u003ca href=\"https://www.sfmta.com/projects/muni-forward\">initiative\u003c/a>, which aims to make the service faster, safer and more reliable, was working to increase ridership.\u003c/p>\n\u003cp>Fernando Zermeno moved to downtown San Francisco a year ago from Mexico and said he rides the T-Third Street line every day to take his daughter to and from daycare, and that he prefers the light rail over the bus.\u003c/p>\n\u003cp>“ It’s more convenient and spacious,” he said.\u003c/p>\n\u003cp>BART has reported a steady monthly year-over-year growth in ridership of about 10%-13%. But March saw that number jump to nearly 20%. Still, BART’s average weekday ridership is about half of what it was before the pandemic, according to monthly ridership reports.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Caltrain, SFMTA and BART are all facing severe pandemic-related budget deficits beginning in the next fiscal year and are warning of steep service cuts unless voters in five Bay Area counties approve a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> to provide additional funding.\u003c/p>\n\u003cp>Volunteers are currently collecting signatures to get the measure on the November ballot, as well as a separate \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">San Francisco-specific parcel tax measure\u003c/a>.\u003c/p>\n\u003cp>“ Even though we’re seeing multiple records for post-pandemic ridership, our fare revenue is still falling far short of what we need to sustain our operations,” said Anna Duckworth, a spokesperson for BART, which is facing a $376 million budget deficit in the next fiscal year. “Continued growth in ridership alone is not enough to close the funding gap.”\u003c/p>\n\u003cp>The same is true of the SFMTA, which has also been affected by less parking revenue and allocations from the city’s general fund, Roccaforte said.\u003c/p>\n\u003cp>“ The pandemic really devastated our revenue sources,” he said. “There’s no way that we can bridge that gap through fares alone.”\u003c/p>\n\u003cp>All three agencies have warned of drastic cuts in service if the regional sales tax measure doesn’t pass.\u003c/p>\n\u003cfigure id=\"attachment_12081645\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081645\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Trains are stationed at the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rhea Kaur started taking Caltrain nine months ago, after graduating from college and landing a job at UC San Francisco working as a clinical research coordinator at its cancer center. She commutes from Gilroy three days a week.\u003c/p>\n\u003cp>“ I drove for the first month or so, and it was pretty miserable. The ETA will say one thing, and then you get there two hours later. It was just very inconsistent and unreliable. So for that reason, I felt like Caltrain was better for me,” Kaur said.\u003c/p>\n\u003cp>If Caltrain were to reduce service or become less reliable, she said she’d be forced to drive and would probably reconsider her employment.\u003c/p>\n\u003cp>“The burnout from transporting myself for that far, for that long would honestly make me start looking for a new job,” Kaur said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After a two-year legal battle and several rebrands, the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-oakland-international-airport\">Oakland San Francisco Bay Airport \u003c/a>is here to stay — the name, that is.\u003c/p>\n\u003cp>The city of San Francisco and the Port of Oakland announced a settlement on Tuesday, announcing that both parties will drop their lawsuits over a trademark dispute related to the airport’s renaming.\u003c/p>\n\u003cp>“We’re proud Oakland fought for, and preserved the right to retain our airport’s full name that puts Oakland first and recognizes OAK’s location on the San Francisco Bay,” said Mary Richardson, attorney for the Port of Oakland. “We believe more awareness of the airports in the region benefits all consumers.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In April 2024, the Oakland airport \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">caused a stir \u003c/a>with its decision to rename itself, citing a need to “raise more geographic awareness” and draw more traffic to the less-frequented traveling hub across the Bay.\u003c/p>\n\u003cp>The original choice? “The San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>A week after the rechristening, City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">swiftly slapped the Port\u003c/a> with a lawsuit, telling KQED at the time that “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography.”\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also alleged that the airport intended to “mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>A federal district judge ruled in favor of San Francisco, awarding a preliminary injunction that prevented Oakland from proceeding with its new name, but the Port of Oakland wasn’t ready to raise the white flag just yet — it filed an appeal through the Ninth Circuit court, and presented a \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">new name\u003c/a>: The Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>Switching the first two terms around, however, did not cut it with San Francisco city officials, who \u003ca href=\"https://www.kqed.org/news/12047645/now-its-the-oakland-san-francisco-bay-airport-sfo-still-isnt-happy\">balked\u003c/a> at the adjustment as relatively the same as the prior name.[aside postID=news_12079892 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/240412-OAKAirport-007-BL_qed-1-1020x680.jpg']But as of Tuesday, the city seemed to come around — in a statement, Chiu celebrated the resolution, calling it one “that accomplishes Oakland’s goals while still protecting the San Francisco International Airport trademark.”\u003c/p>\n\u003cp>San Francisco International Airport’s director, Mike Nakornkhet, echoed Chiu’s remarks, saying that the agreement “provides clarity for travelers to make informed decisions about travel through our respective airports.”\u003c/p>\n\u003cp>According to Tuesday’s agreement, the Oakland airport may keep this current iteration under several conditions.\u003c/p>\n\u003cp>First, the words “San Francisco” cannot appear larger than “Oakland” on its displays and marketing materials.\u003c/p>\n\u003cp>In online advertising, the airport must refrain from using keywords such as “San Francisco Airport,” “SF Airport,” and “San Francisco International Airport,” terms related to the origin of San Francisco’s trademark infringement claims against Oakland airport’s renaming.\u003c/p>\n\u003cp>And finally, Oakland’s airport agreed not to add “SF” to its existing IATA code, which means that it’s still just OAK.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After a two-year legal battle and several rebrands, the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-bay-oakland-international-airport\">Oakland San Francisco Bay Airport \u003c/a>is here to stay — the name, that is.\u003c/p>\n\u003cp>The city of San Francisco and the Port of Oakland announced a settlement on Tuesday, announcing that both parties will drop their lawsuits over a trademark dispute related to the airport’s renaming.\u003c/p>\n\u003cp>“We’re proud Oakland fought for, and preserved the right to retain our airport’s full name that puts Oakland first and recognizes OAK’s location on the San Francisco Bay,” said Mary Richardson, attorney for the Port of Oakland. “We believe more awareness of the airports in the region benefits all consumers.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In April 2024, the Oakland airport \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">caused a stir \u003c/a>with its decision to rename itself, citing a need to “raise more geographic awareness” and draw more traffic to the less-frequented traveling hub across the Bay.\u003c/p>\n\u003cp>The original choice? “The San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>A week after the rechristening, City Attorney David Chiu \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">swiftly slapped the Port\u003c/a> with a lawsuit, telling KQED at the time that “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography.”\u003c/p>\n\u003cfigure id=\"attachment_12000413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240815-CITYATTORNEYDEEPFAKES-06-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City Attorney David Chiu speaks during a press conference at City Hall in San Francisco on Aug. 15, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also alleged that the airport intended to “mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>A federal district judge ruled in favor of San Francisco, awarding a preliminary injunction that prevented Oakland from proceeding with its new name, but the Port of Oakland wasn’t ready to raise the white flag just yet — it filed an appeal through the Ninth Circuit court, and presented a \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">new name\u003c/a>: The Oakland San Francisco Bay Airport.\u003c/p>\n\u003cp>Switching the first two terms around, however, did not cut it with San Francisco city officials, who \u003ca href=\"https://www.kqed.org/news/12047645/now-its-the-oakland-san-francisco-bay-airport-sfo-still-isnt-happy\">balked\u003c/a> at the adjustment as relatively the same as the prior name.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But as of Tuesday, the city seemed to come around — in a statement, Chiu celebrated the resolution, calling it one “that accomplishes Oakland’s goals while still protecting the San Francisco International Airport trademark.”\u003c/p>\n\u003cp>San Francisco International Airport’s director, Mike Nakornkhet, echoed Chiu’s remarks, saying that the agreement “provides clarity for travelers to make informed decisions about travel through our respective airports.”\u003c/p>\n\u003cp>According to Tuesday’s agreement, the Oakland airport may keep this current iteration under several conditions.\u003c/p>\n\u003cp>First, the words “San Francisco” cannot appear larger than “Oakland” on its displays and marketing materials.\u003c/p>\n\u003cp>In online advertising, the airport must refrain from using keywords such as “San Francisco Airport,” “SF Airport,” and “San Francisco International Airport,” terms related to the origin of San Francisco’s trademark infringement claims against Oakland airport’s renaming.\u003c/p>\n\u003cp>And finally, Oakland’s airport agreed not to add “SF” to its existing IATA code, which means that it’s still just OAK.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you are ever in the southeast corner of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, you may have noticed a fleet of \u003ca href=\"https://www.kqed.org/news/12015320/san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point\">purple-and-orange \u003c/a>vans picking up and dropping people off.\u003c/p>\n\u003cp>These shuttles are a special service run by the San Francisco Municipal Transportation Agency, in an effort to bridge mobility gaps in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>And the shuttles will continue running through November 2027, thanks to funding recently extended by the \u003ca href=\"https://ww2.arb.ca.gov/\">California Air Resources Board\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“That actually makes me happy,” said shuttle passenger Ashley Milburn, catching a ride on Wednesday morning. “Just [for] the community as a whole and individuals needing rides to doctor’s appointments, or even just the grocery store.”\u003c/p>\n\u003cp>A previous $10.5 million grant allowed city officials to launch the Bayview Community Shuttle in 2024. Residents can order a shuttle anywhere in the area, as well as to \u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">several destinations outside the neighborhood\u003c/a>, including the 24th Street BART station — all for the cost of a Muni fare.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the SFMTA, said the neighborhood “has historically lacked adequate transit connections” and “overall received a historic disinvestment in government services,” creating service gaps.[aside postID=news_12080707 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg']Milburn said she started using the shuttle more in the last month due to car troubles and has found it a useful resource. Especially since Bayview, she said, does not have as many bus routes as other neighborhoods in the city.\u003c/p>\n\u003cp>Milburn said she has used the shuttle for household tasks like laundry.\u003c/p>\n\u003cp>“It’s all so convenient, because, like I said, the community needs this type of service,” Milburn said, although she added that she wished it were available more hours of the day.\u003c/p>\n\u003cp>All of the vehicles in the shuttle program are electric.\u003c/p>\n\u003cp>Roccaforte said \u003ca href=\"https://www.kqed.org/news/12060929/pge-tower-symbol-of-environmental-racism-removed-from-bayview-hunters-point\">the neighborhood’s history of industry\u003c/a> has created an overburden of \u003ca href=\"https://criticalurbanenvironments.ucsc.edu/articles/the-breathers-of-bayview-hill-redevelopment-and-environmental-justice-in-southeast-san-francisco/\">health problems\u003c/a> “in terms of respiratory illnesses for the community here.” “This shuttle service is zero emission and helps to actively reduce carbon emissions in the Bayview neighborhood,” he said.\u003c/p>\n\u003cp>CARB considered those unique circumstances in the agency’s efforts to launch service.\u003c/p>\n\u003cp>“The funding from the Air Resources Board is so important because without a grant award like this, we wouldn’t be able to operate this service at the level we provide because of our financial constraints,” Roccaforte said.\u003c/p>\n\u003cp>According to March data provided by SFMTA, ridership for the shuttle has increased by 53% since last year, with around 200 riders a day.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The California Air Resources Board extended its funding for the unique public transportation option through November 2027.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you are ever in the southeast corner of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, you may have noticed a fleet of \u003ca href=\"https://www.kqed.org/news/12015320/san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point\">purple-and-orange \u003c/a>vans picking up and dropping people off.\u003c/p>\n\u003cp>These shuttles are a special service run by the San Francisco Municipal Transportation Agency, in an effort to bridge mobility gaps in the Bayview-Hunters Point neighborhood.\u003c/p>\n\u003cp>And the shuttles will continue running through November 2027, thanks to funding recently extended by the \u003ca href=\"https://ww2.arb.ca.gov/\">California Air Resources Board\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“That actually makes me happy,” said shuttle passenger Ashley Milburn, catching a ride on Wednesday morning. “Just [for] the community as a whole and individuals needing rides to doctor’s appointments, or even just the grocery store.”\u003c/p>\n\u003cp>A previous $10.5 million grant allowed city officials to launch the Bayview Community Shuttle in 2024. Residents can order a shuttle anywhere in the area, as well as to \u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">several destinations outside the neighborhood\u003c/a>, including the 24th Street BART station — all for the cost of a Muni fare.\u003c/p>\n\u003cp>Michael Roccaforte, a spokesperson for the SFMTA, said the neighborhood “has historically lacked adequate transit connections” and “overall received a historic disinvestment in government services,” creating service gaps.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Milburn said she started using the shuttle more in the last month due to car troubles and has found it a useful resource. Especially since Bayview, she said, does not have as many bus routes as other neighborhoods in the city.\u003c/p>\n\u003cp>Milburn said she has used the shuttle for household tasks like laundry.\u003c/p>\n\u003cp>“It’s all so convenient, because, like I said, the community needs this type of service,” Milburn said, although she added that she wished it were available more hours of the day.\u003c/p>\n\u003cp>All of the vehicles in the shuttle program are electric.\u003c/p>\n\u003cp>Roccaforte said \u003ca href=\"https://www.kqed.org/news/12060929/pge-tower-symbol-of-environmental-racism-removed-from-bayview-hunters-point\">the neighborhood’s history of industry\u003c/a> has created an overburden of \u003ca href=\"https://criticalurbanenvironments.ucsc.edu/articles/the-breathers-of-bayview-hill-redevelopment-and-environmental-justice-in-southeast-san-francisco/\">health problems\u003c/a> “in terms of respiratory illnesses for the community here.” “This shuttle service is zero emission and helps to actively reduce carbon emissions in the Bayview neighborhood,” he said.\u003c/p>\n\u003cp>CARB considered those unique circumstances in the agency’s efforts to launch service.\u003c/p>\n\u003cp>“The funding from the Air Resources Board is so important because without a grant award like this, we wouldn’t be able to operate this service at the level we provide because of our financial constraints,” Roccaforte said.\u003c/p>\n\u003cp>According to March data provided by SFMTA, ridership for the shuttle has increased by 53% since last year, with around 200 riders a day.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Ridership Surged While I-80 Was Closed Through San Francisco",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> ridership surged over the weekend amid a major freeway closure through San Francisco that rerouted traffic heading toward the Bay Bridge.\u003c/p>\n\u003cp>The transit agency recorded a 46% increase on both Saturday and Sunday compared to the same days the previous weekend. It saw a smaller boost, about 16%, on Friday. Eastbound Interstate 80 through San Francisco \u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\">was closed\u003c/a> for about 48 hours beginning at 11 p.m. Friday.\u003c/p>\n\u003cp>Officials said the boost shows that BART is still vital to the Bay Area’s transportation network, as it faces a major budget shortfall and possible drastic service cuts while it struggles to recover from pandemic ridership losses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The sharp increases underscore BART’s critical role in keeping the region moving when major infrastructure is out of commission,” the agency said in a press release.\u003c/p>\n\u003cp>Local transportation officials had\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> warned drivers to avoid the area\u003c/a> around the eastbound I-80 closure, which extended about 1.6 miles from 17th Street to 4th Street. The connector ramps from northbound and southbound U.S. 101 were also closed.\u003c/p>\n\u003cfigure id=\"attachment_12079174\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079174\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sign for eastbound I-80 and the Bay Bridge on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrans urged motorists to use alternative routes or ditch their cars entirely in favor of public transit to avoid delays — and it seems many did.\u003c/p>\n\u003cp>As BART ridership increased, vehicle traffic over the Bay Bridge into San Francisco dipped about 7% on Saturday compared to the previous week, according to preliminary data from the Bay Area Toll Authority. Traffic was down 16% compared to the same weekend last year. While the toll authority only tracks bridge trips in the westbound direction, which was unaffected by the closure, John Goodwin, a spokesperson for the agency, said it usually assumes that traffic numbers will be roughly the same in the opposite direction.\u003c/p>\n\u003cp>The toll authority data showed little impact on vehicle traffic Sunday, with about 150 more cars crossing the Bay Bridge than the previous week, though traffic was down 15% compared to the same weekend last year.\u003c/p>\n\u003cp>Separate from the road closure, BART numbers have been increasing in recent months, with the agency recording its highest post-COVID-19 ridership levels in March. April ridership so far is up 10% compared to last year.\u003c/p>\n\u003cp>The agency saw a major drop-off during the pandemic, when significantly fewer Bay Area residents were commuting into the city for work. Lasting shifts toward more hybrid and remote work, and companies moving out of downtown, have made it difficult for BART to recoup ridership in recent years, contributing to what it’s called a “fiscal cliff.” [aside postID=news_12078991 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-11-BL_qed.jpg'] The agency is currently lobbying for additional funding in the coming November election, warning that without new revenue, it could make major service cuts.\u003c/p>\n\u003cp>A coalition of transit advocates, led by state Sens. Scott Wiener and Jesse Arreguín, is campaigning for a ballot measure called the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax that would generate around $1 billion annually for BART, Muni, AC Transit, Caltrain and other regional transit agencies.\u003c/p>\n\u003cp>BART has \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-doomsday-station-closures-21944447.php\">approved a plan\u003c/a> that could close 10 to 15 stations, eliminate the Red and Green lines or cut late night service beginning next year if the Connect Bay Area Act isn’t passed. The \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” plan\u003c/a> would reduce service by more than 60% to stave off a $376 million budget deficit.\u003c/p>\n\u003cp>BART representatives have previously warned weekend service could be cut to help close the budget deficit.\u003c/p>\n\u003cp>The agency said its capacity to accommodate increased ridership needs over the weekend while I-80 was closed came “while running standard 5-line weekend service.”\u003c/p>\n\u003cp>“BART will continue to play a vital role in supporting the Bay Area during major events, infrastructure projects, and other moments when reliable transit is needed most,” the agency said in its press release.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Bay Area transit agency said a nearly 50% increase in ridership over the prior weekend underscores the critical role it plays in the region’s transportation network.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> ridership surged over the weekend amid a major freeway closure through San Francisco that rerouted traffic heading toward the Bay Bridge.\u003c/p>\n\u003cp>The transit agency recorded a 46% increase on both Saturday and Sunday compared to the same days the previous weekend. It saw a smaller boost, about 16%, on Friday. Eastbound Interstate 80 through San Francisco \u003ca href=\"https://www.kqed.org/news/12080542/empty-i-80-allows-caltrans-to-repair-key-san-francisco-bay-bridge-connector\">was closed\u003c/a> for about 48 hours beginning at 11 p.m. Friday.\u003c/p>\n\u003cp>Officials said the boost shows that BART is still vital to the Bay Area’s transportation network, as it faces a major budget shortfall and possible drastic service cuts while it struggles to recover from pandemic ridership losses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The sharp increases underscore BART’s critical role in keeping the region moving when major infrastructure is out of commission,” the agency said in a press release.\u003c/p>\n\u003cp>Local transportation officials had\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> warned drivers to avoid the area\u003c/a> around the eastbound I-80 closure, which extended about 1.6 miles from 17th Street to 4th Street. The connector ramps from northbound and southbound U.S. 101 were also closed.\u003c/p>\n\u003cfigure id=\"attachment_12079174\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12079174\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260408-I80Closure-01-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A sign for eastbound I-80 and the Bay Bridge on April 8, 2026. Eastbound lanes are scheduled to close from 11 p.m. April 17 to 6 a.m. April 20 for planned construction work, with detours in place during the closure. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrans urged motorists to use alternative routes or ditch their cars entirely in favor of public transit to avoid delays — and it seems many did.\u003c/p>\n\u003cp>As BART ridership increased, vehicle traffic over the Bay Bridge into San Francisco dipped about 7% on Saturday compared to the previous week, according to preliminary data from the Bay Area Toll Authority. Traffic was down 16% compared to the same weekend last year. While the toll authority only tracks bridge trips in the westbound direction, which was unaffected by the closure, John Goodwin, a spokesperson for the agency, said it usually assumes that traffic numbers will be roughly the same in the opposite direction.\u003c/p>\n\u003cp>The toll authority data showed little impact on vehicle traffic Sunday, with about 150 more cars crossing the Bay Bridge than the previous week, though traffic was down 15% compared to the same weekend last year.\u003c/p>\n\u003cp>Separate from the road closure, BART numbers have been increasing in recent months, with the agency recording its highest post-COVID-19 ridership levels in March. April ridership so far is up 10% compared to last year.\u003c/p>\n\u003cp>The agency saw a major drop-off during the pandemic, when significantly fewer Bay Area residents were commuting into the city for work. Lasting shifts toward more hybrid and remote work, and companies moving out of downtown, have made it difficult for BART to recoup ridership in recent years, contributing to what it’s called a “fiscal cliff.” \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp> The agency is currently lobbying for additional funding in the coming November election, warning that without new revenue, it could make major service cuts.\u003c/p>\n\u003cp>A coalition of transit advocates, led by state Sens. Scott Wiener and Jesse Arreguín, is campaigning for a ballot measure called the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax that would generate around $1 billion annually for BART, Muni, AC Transit, Caltrain and other regional transit agencies.\u003c/p>\n\u003cp>BART has \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-doomsday-station-closures-21944447.php\">approved a plan\u003c/a> that could close 10 to 15 stations, eliminate the Red and Green lines or cut late night service beginning next year if the Connect Bay Area Act isn’t passed. The \u003ca href=\"https://www.kqed.org/forum/2010101912988/bart-proposes-station-closures-and-fare-hikes-to-deal-with-massive-budget-shortfall\">“doomsday” plan\u003c/a> would reduce service by more than 60% to stave off a $376 million budget deficit.\u003c/p>\n\u003cp>BART representatives have previously warned weekend service could be cut to help close the budget deficit.\u003c/p>\n\u003cp>The agency said its capacity to accommodate increased ridership needs over the weekend while I-80 was closed came “while running standard 5-line weekend service.”\u003c/p>\n\u003cp>“BART will continue to play a vital role in supporting the Bay Area during major events, infrastructure projects, and other moments when reliable transit is needed most,” the agency said in its press release.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"soldout": {
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