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"title": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend",
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"content": "\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n\n\n\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026. (Tâm Vũ for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n\n\n\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n\n\n\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n\n\n\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n\n\n\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n\n\n\n\n\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n\n\n\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n\n\n\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n\n\n\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n\n\n\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n\n\n\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n\n\n\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n\n\n\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n\n\n\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1757\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"auto, (max-width: 1757px) 100vw, 1757px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n\n\n\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n\n\n\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1913\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"auto, (max-width: 1913px) 100vw, 1913px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n\n\n\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n\n\n\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n\n\n\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n\n\n\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n",
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"innerHTML": "\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n",
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"\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ for KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n",
"innerContent": [
"\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n",
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"\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n",
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"innerHTML": "\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n",
"innerContent": [
"\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n"
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"innerHTML": "\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n",
"innerContent": [
"\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n"
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"attrs": {
"text": "Warning: Delays and detours ahead",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n",
"innerContent": [
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"innerHTML": "\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n",
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"\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n"
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{
"blockName": "core/paragraph",
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"innerHTML": "\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n",
"innerContent": [
"\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n",
"innerContent": [
"\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n"
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"innerHTML": "\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n"
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"innerHTML": "\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n",
"innerContent": [
"\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "Where will northbound 101 through San Francisco be closed?",
"level": 2
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n",
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"innerHTML": "\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n",
"innerContent": [
"\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n"
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"innerHTML": "\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n",
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"\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "When will the northbound 101 closures in San Francisco take place?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n",
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"innerHTML": "\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n",
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"\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "I need to drive north through San Francisco during the closures. What detour should I take?",
"level": 2
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n"
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"blockName": "core/heading",
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"text": "If you’re already on 101 north through San Francisco"
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"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n"
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"innerHTML": "\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n"
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"innerHTML": "\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n",
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"\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n",
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"\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n"
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"innerHTML": "\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n",
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"\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n"
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"text": "If you want to drive north through the city from SFO, the Peninsula or South Bay"
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"innerHTML": "\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n",
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"\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of Caltrans)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"text": "Why can’t these 101 closures take place overnight instead?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n",
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"\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n",
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"\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n",
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"\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n",
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"\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n",
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"\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n",
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"\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n"
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"excerpt": "Here’s what to know about the upcoming Friday-Monday 101 closure, the recommended detours and which travelers will be most affected.\n",
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"title": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend | KQED",
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"headline": "Reminder: Highway 101 Through SF Is Closed (Again) This Weekend",
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"path": "/news/12096905/101-closure-san-francisco-labor-day-weekend-sept-4-7-18-21-bay-bridge-detour-traffic-alternative-route-potrero-general-hospital-curve",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Remember that stretch of Highway 101 through \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> that was closed over the Labor Day weekend earlier this month? It’ll be closed again this weekend.\u003c/p>\n\n\n\n\u003cp>Over a mile of 101 near Zuckerberg San Francisco General Hospital will be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">fully closed to all northbound traffic \u003c/a>starting the night of Friday, Sept. 18 and won’t reopen until early morning on Monday, Sept. 21. \u003c/p>\n\n\n\n\u003cp>These closures on what’s known as the “Hospital Curve” part of 101 will affect not only drivers trying to drive from the South Bay and Peninsula to the East Bay or North Bay — including people arriving at San Francisco International Airport — but also anyone wanting to travel through the city on this weekend.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg\" alt=\"\" class=\"wp-image-12096569\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260822-zuckerbergsfhospitalfile-00101_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Zuckerberg San Francisco General Hospital and Trauma Center is located at 1001 Potrero Avenue in San Francisco on Aug. 22, 2026. (Tâm Vũ for KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>This weekend closure is part of Caltrans’s ongoing work on what the agency calls “the Fab 4”: 101’s Hospital Curve, I-280, the \u003ca href=\"https://www.kqed.org/news/12080206/whats-the-deal-with-i-80-and-sfs-central-freeway-heres-a-brief-history\">Central Freeway\u003c/a> and 19th Avenue. The work is coming on the heels of\u003ca href=\"https://www.kqed.org/news/12078991/i80-101-closure-san-francisco-weekend-april-17-18-19-bay-bridge-detour-traffic-alternative-route\"> April’s major Interstate 80 closure \u003c/a>through San Francisco and last month’s \u003ca href=\"https://www.kqed.org/news/12093934/carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24\">highway shutdown over the Carquinez Bridge\u003c/a>.\u003c/p>\n\n\n\n\u003cp>With the upcoming 101 work, “all of those lanes are going to be completely closed to traffic so that major pavement work can happen,” said Lori Shepherd, Caltrans’ Bay Area public information officer. “Basically, they’re putting on a brand new repaving [on] the whole entire road.”\u003c/p>\n\n\n\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>\u003ca href=\"#northbound\">When exactly will 101 through San Francisco be closed?\u003c/a>\u003c/strong>\u003c/li>\n\n\n\n\u003cli>\u003cstrong>\u003ca href=\"#detour\">What kind of detour will I have to take?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Warning: Delays and detours ahead\u003c/h2>\n\n\n\n\u003cp>Shepherd said that drivers should know that “this is going to be a major, major impact,” and that any travelers planning to drive in San Francisco during the weekend closure should expect sizable delays getting through the city — not just around 101, but on surrounding streets and detours.\u003c/p>\n\n\n\n\u003cp>Shepherd said that the greatest traffic impacts from the closure could be felt around Cesar Chavez and 17th streets, as well as around Potrero Avenue — and also on entrances to I-280.\u003c/p>\n\n\n\n\n\n\u003cp>Caltrans is urging travelers wherever possible to take \u003ca href=\"https://www.sfmta.com/trip-planner\">public \u003c/a>\u003ca href=\"https://www.bart.gov/planner\">transportation \u003c/a>to travel through San Francisco this weekend, instead of using the roads.\u003c/p>\n\n\n\n\u003cp>It “really remains the best option to bypass congestion and work zone delays — because there \u003cem>will \u003c/em>be some major delays getting through the city,” warned Shepherd. Delays from the closures could also have a knock-on effect on other routes through the city.\u003c/p>\n\n\n\n\u003cp>But if you \u003cem>really \u003c/em>have to drive through San Francisco this weekend, what should you know about timings, detours and delays?\u003c/p>\n\n\n\n\u003cp>Keep reading for what we know about navigating the upcoming 101 closure without having your weekend completely hijacked by traffic.\u003c/p>\n\n\n\n\u003cp>(And a heads up that in October, there’ll be \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-09-09-us101bayshore-freeway-full-closure\">two more weekend Hwy 101 closures\u003c/a> — this time on the southbound side — between Cesar Chavez Street and 10th Street. These closures will take place Oct. 2-5 and Oct. 16-19.)\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"northbound\">Where will northbound 101 through San Francisco be closed?\u003c/h2>\n\n\n\n\u003cp>All northbound lanes on 101 between Cesar Chavez Street and 10th Street will be closed to traffic — a 1.2-mile stretch of highway.\u003c/p>\n\n\n\n\u003cp>Any drivers on northbound 101 approaching this closure will be forced to take the Cesar Chavez Street/Potrero Avenue off-ramp before the closed area.\u003c/p>\n\n\n\n\u003cp>All southbound lanes on 101 will remain open during the closures of the northbound lanes.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">When will the northbound 101 closures in San Francisco take place?\u003c/h2>\n\n\n\n\u003cp>Closure starts: 11 p.m. on Friday, Sept. 18\u003c/p>\n\n\n\n\u003cp>Closure ends: by 6 a.m. on Monday, Sept. 21\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"detour\">I need to drive north through San Francisco during the closures. What detour should I take?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you’re already on 101 north through San Francisco\u003c/h3>\n\n\n\n\u003cp>Caltrans recommends that \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-news/2026-08-19-us101-nb-bayshore-freeway-hospital-curve-upcoming-full-closures\">motorists use I-280 northbound \u003c/a>to reach downtown areas of the city or the San Francisco-Oakland Bay Bridge.\u003c/p>\n\n\n\n\u003cp>You can merge onto I-280 by staying in the right two lanes of 101 around Silver Avenue. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1757\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096917\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-scaled.jpg 1757w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-160x233.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1054x1536.jpg 1054w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/1-Detour-101-closure-1406x2048.jpg 1406w\" sizes=\"auto, (max-width: 1757px) 100vw, 1757px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers on northbound Highway 101 through San Francisco during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>If you don’t take the I-280 exit and continue on 101 northbound toward the closure, you’ll be forced to take the last exit before the closed area: the Cesar Chavez Street/Potrero Avenue off-ramp. \u003c/p>\n\n\n\n\u003cp>From here, you can take Potrero Avenue north and either connect back onto northbound 101 to the Golden Gate Bridge or to Bryant Street, where you can take the Ninth Street/Bryant on-ramp to I-80 over the Bay Bridge.\u003c/p>\n\n\n\n\u003ch3 class=\"wp-block-heading\">If you want to drive north through the city from SFO, the Peninsula or South Bay\u003c/h3>\n\n\n\n\u003cp>Caltrans’ detour map suggests drivers on 101 by SFO merge onto I-380 westbound, and then transfer to northbound 280 into San Francisco. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1913\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg\" alt=\"\" class=\"wp-image-12096918\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-scaled.jpg 1913w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-160x214.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1148x1536.jpg 1148w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/2-Detour-101-closure-1531x2048.jpg 1531w\" sizes=\"auto, (max-width: 1913px) 100vw, 1913px\" />\u003cfigcaption class=\"wp-element-caption\">Caltrans’ suggested detour for drivers heading northbound from SFO during the two September weekend closures. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003ch2 class=\"wp-block-heading\">Why can’t these 101 closures take place overnight instead?\u003c/h2>\n\n\n\n\u003cp>Shepherd attributed the length of the multiple closures — first Labor Day weekend, now this weekend — to the sheer scope of the “24-7” repaving work being undertaken on 101 at this time.\u003c/p>\n\n\n\n\u003cp>“It’s a major, massive project, if you can imagine, repaving the freeway,” she said, and despite the Labor Day weekend, Caltrans has timed these closures “to do it with the least amount of impact on the public,” Shepherd said.\u003c/p>\n\n\n\n\u003cp>According to the traffic data Caltrans consulted, “holiday weekends actually are [a] lower volume of traffic,” she said. “So we knew that this would be a good weekend to come in and get the work done as quickly as possible.”\u003c/p>\n\n\n\n\u003cp>The concrete used in this kind of repaving work also needs the kind of dry conditions that September brings. “There’s a lot of emphasis on getting work done — as much of it completed in the summer during the dry season as much as possible,” she said.\u003c/p>\n\n\n\n\u003cp>“It’s difficult, yes, for the traveling public to have to find ways around,” Shepherd said. “But in the end, it will produce long-term gains, because the road will be safer and smoother to drive [and] less prone to flooding.”\u003c/p>\n\n\n\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n",
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"excerpt": "A faulty cable and an aging substation were responsible for a substation fire that caused major delays through Thursday morning.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART \u003c/a>substation fire that snarled commutes and disrupted airport service and travel across the Bay Area this week was caused by aging infrastructure that had been previously shortlisted for repairs, agency officials said Thursday. \u003c/p>\n\n\n\n\u003cp>The fire is one of several equipment issues the agency has faced since Tuesday, resulting in major setbacks for riders and the periodic suspension of service on multiple lines. \u003c/p>\n\n\n\n\u003cp>“I want to apologize to our riders, who’ve had some really terrible experiences over the last 48 hours,” BART Board of Directors Vice President Edward Wright said at a board meeting on Thursday. “I’ve certainly heard from a lot of folks who missed flights, who missed appointments, who were late to work.”\u003c/p>\n\n\n\n\u003cp>BART Assistant General Manager Sylvia Lamb told board members that crews assessing damage from Tuesday’s fire found a faulty cable on an aerial structure which caused a main breaker to short, sparking a fire in a piece of electrical equipment in the substation near the agency’s Daly City station. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1346\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg\" alt=\"\" class=\"wp-image-12094457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/DalyCityStationGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The platform at the Daly City Bay Area Rapid Transit (BART) station on April 8, 2020, in Daly City, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Because all but one of the agency’s five lines converge at Daly City station, Lamb said it’s “impactful” when service is interrupted in that area specifically. \u003c/p>\n\n\n\n\u003cp>Lamb said both the substation where the fire occurred and the faulty cable that failed were “original” to when the agency’s “W Line” was put in — making the substation at least 40 years old and the cable at least 30, according to Alicia Trost, a BART spokesperson.\u003c/p>\n\n\n\n\u003cp>Lamb said the substation was previously identified as one of the “top five” to be replaced, out of the system’s 74 substations, 70% of which are original. \u003c/p>\n\n\n\n\u003cp>“ This is a very clear failure that is due to aging equipment,” Lamb said.\u003c/p>\n\n\n\n\u003cp>In the midst of a three-day \u003ca href=\"https://www.kqed.org/news/12098923/bay-area-heat-wave-breaks-records-in-these-4-cities-with-relief-ahead\">heat wave\u003c/a>, riders were forced to alter their commute early Thursday morning when the agency announced it had suspended service on its Green line, providing service between Daly City and Berryessa stations, as crews worked to repair train control equipment damaged by the fire. \u003c/p>\n\n\n\n\n\n\u003cp>The fire and fallout were just some of the problems BART faced since Tuesday night. Lamb said an HVAC failure in a train control room, likely caused by the current regional heat wave, also caused delays in the Daly City area earlier on Tuesday, and that the fire and the HVAC failure did not appear to be related. Lamb said the agency had placed a 2-ton portable air conditioning unit in the room while it waited for repairs in the meantime. \u003c/p>\n\n\n\n\u003cp>The agency also halted all train service between San Bruno and Colma stations for several hours on Thursday morning — impacting service to San Francisco International Airport — due to a “train control issue.” \u003c/p>\n\n\n\n\u003cp>The substation fire led BART’s Board of Directors to question how the agency prioritizes replacing its aging infrastructure. Lamb said substation repairs cost between $3 million and $5 million, and replacing one costs $60 million. She said the agency currently has funding to replace only one, but that the fire has led her team to put the Daly City substation next on the list. \u003c/p>\n\n\n\n\u003cp>“ What will not be done in response to us putting this at the top of the list? What other risks are we now creating that we were previously able to address?” Wright said. \u003c/p>\n\n\n\n\u003cp>Lamb said the agency constantly prioritizes what infrastructure to replace based on risk analyses, and that it would seek additional funding and grants to do that. \u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-reports-major-crime-drop-1-year-after-new-fare-gates",
"title": "BART Reports Major Crime Drop 1 Year After New Fare Gates",
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"content": "\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n",
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"innerHTML": "\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n",
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"innerHTML": "\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n",
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"excerpt": "The next-generation fare gates have also improved reliability and added revenue, but the agency still faces challenges with fare evasion. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>New data shows \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> has seen a massive drop in crime, something the agency credits to the one-year anniversary of its next-generation fare gates.\u003c/p>\n\n\n\n\u003cp>The agency reported Tuesday that, for every million trips, crimes against riders (such as robbery, aggravated assault, rape and homicide) fell \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260908\">67%\u003c/a> between December 2024 and June 2026. The improved fare gates, which are intended to reduce fare evasion, began operating at all 50 stations last year. \u003c/p>\n\n\n\n\u003cp>“They’ve been a real game changer,” BART General Manager Robert Powers said Tuesday during a news conference at San Francisco’s Powell Street station.\u003c/p>\n\n\n\n\u003cp>The agency also reported a 47% reduction in BART Police and other safety-related delays over the same time period.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg\" alt=\"\" class=\"wp-image-12098710\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART General Manager Robert Powers points to a part that helps swing a fare gate open faster, as compared with previous models, at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098711\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg\" alt=\"\" class=\"wp-image-12098711\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-14-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART Police Chief Kevin Franklin speaks at a press conference on Sept. 8, 2026, at the Powell Street station in San Francisco. New data shows crimes against riders and fare evasion went down after the implementation of BART’s Next Generation Fare Gates. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" data-id=\"12098713\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg\" alt=\"\" class=\"wp-image-12098713\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-27-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A chart showing the increase in ridership since the implementation of BART’s Next Generation Fare Gates is displayed at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>“ Not only is crime less frequent on BART, but because of that drop my officers are able to respond more quickly to the emergencies that we do need to address,” BART Police Chief Kevin Franklin said, calling the fare gates a “force multiplier.”\u003c/p>\n\n\n\n\u003cp>Franklin added that people who commit crimes on BART tend to also be fare evaders, although he did not provide a specific statistic. He acknowledged, however, that not all people who evade fares commit crimes. \u003c/p>\n\n\n\n\u003cp>The percentage of riders who said they witnessed fare evasion was down to 9% in June, Franklin said, compared with a high of 25% two years ago. \u003c/p>\n\n\n\n\u003cp>While BART touts the progress of its fare gates, the agency said fare evaders have adapted: Instead of jumping over the turnstiles of the previous gates, some daring fare evaders follow closely behind a rider, so they can sneak through the gate while it is still open, a practice BART calls “piggybacking.” BART leaders said the agency in response has increased the speed at which the gates close, and the agency also plans to install sensors as another deterrent. \u003c/p>\n\n\n\n\n\n\u003cp>A 2023 state \u003ca href=\"https://mtc.ca.gov/news/mtc-approves-emergency-transit-operations-funding-plan-senate-bill-125\">bill\u003c/a> required BART to implement the new fare gates to receive emergency funding for pandemic-era losses in revenue.\u003c/p>\n\n\n\n\u003cp>BART and several other Bay Area transit agencies have been working to reduce costs, improve efficiencies and make sure riders pay their fair share, in the face of major budget deficits and a \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">proposed tax measure\u003c/a> on the November ballot.\u003c/p>\n\n\n\n\u003cp>Pointing to pandemic-driven drops in revenue and ridership, BART has reported an ongoing structural deficit of up to $400 million due. The agency has warned of steep service cuts, including ending service at 9 p.m. and eliminating two entire lines. \u003c/p>\n\n\n\n\u003cp>According to the agency, its early estimates indicate the latest fare gates will generate an additional $10 million annually. \u003c/p>\n\n\n\n\u003cp>“Every single decision I make right now is to improve the quality of the rider experience,” Powers said.\u003c/p>\n\n\n\n\u003cp>BART’s most recent quarterly report delivered a customer satisfaction \u003ca href=\"https://bart.legistar.com/View.ashx?M=F&ID=15831824&GUID=B7CF999D-7FC8-4F98-8C39-12A6248779DB\">rate of 91%\u003c/a> — the highest ever recorded — officials said Tuesday. BART Chief Communications Officer Alicia Trost told KQED the survey is conducted by BART employees who randomly interview riders on board trains. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg\" alt=\"\" class=\"wp-image-12098715\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260908-BARTFAREEVASION-NG-43-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">BART rider Deepti Prabakar, 22, poses for a portrait in front of BART’s Next Generation Fare Gates at the Powell Street station in San Francisco on Sept. 8, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Deepti Prabakar, 22, commutes to San Francisco from Fremont on BART. She said she’s noticed a drop in people riding for free.\u003c/p>\n\n\n\n\u003cp>“ I’ve definitely noticed that people are nicer now and also more respectful,” Prabakar said at Powell Street station. “I feel like before there’d be a lot of people yelling, or it’d be a little bit scarier, but people now are pretty chill.” \u003c/p>\n\n\n\n\u003cp>Arman Saghafi, 25, said the experience of riding BART now is less “sketchy.” He recalled riding the system while growing up in Albany.\u003c/p>\n\n\n\n\u003cp>“The trains are a lot cleaner,” Saghafi said. “As a whole, cleaning up the system has been nice. It makes the experience of taking BART less hairy.”\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-funding-ballot-question-isnt-biased-judge-rules",
"title": "Bay Area Transit Funding Ballot Question Isn’t Biased, Judge Rules",
"publishDate": 1787935131,
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"headTitle": "Bay Area Transit Funding Ballot Question Isn’t Biased, Judge Rules | KQED",
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"content": "\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n\n\n\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n",
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"\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. \u003ccite class=\"wp-inline-image-credit\"> (Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. \u003ccite class=\"wp-inline-image-credit\"> (Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n"
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"innerHTML": "\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n",
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"\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n",
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"\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n",
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"excerpt": "A court rejected the challenge to the Bay Area transit tax ballot measure ahead of a November vote.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A judge rejected an effort to \u003ca href=\"https://www.kqed.org/news/12095616/bay-area-group-files-lawsuit-against-transit-funding-measure-says-its-deceptive\">rewrite a major Bay Area\u003c/a> public transit funding ballot question set to go before voters this November. \u003c/p>\n\n\n\n\u003cp>Santa Clara County Superior Court Judge Frederick S. Chung ruled Thursday that a petition alleging the question was written in a misleading and biased way failed to reach a necessary burden of proof.\u003c/p>\n\n\n\n\u003cp>“The court finds the Petitioners’ argument to be unpersuasive,” Chung wrote in the ruling. \u003c/p>\n\n\n\n\u003cp>The challenge was filed last week by ten Bay Area voters, some of whom are aligned with the \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a group opposed to the regional sales tax measure. \u003c/p>\n\n\n\n\u003cp>“We’re disappointed with the outcome, but we will be continuing to fight this tax with all the abilities that we have,” said Gregg Dieguez, one of the petitioners and the president of the Committee for Affordable Bay Area Transit. “We continue to think that it’s a very bad choice for the Bay Area, given the Bay Area’s incredible level of unaffordability that this will exacerbate.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1989\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg\" alt=\"\" class=\"wp-image-12094334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/bartnostrike20130804_qed-1536x1029.jpg 1536w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\" />\u003cfigcaption class=\"wp-element-caption\">Bay Area Rapid Transit (BART) passengers stand on the platform as a train pulls into the Powell Street station May 12, 2008, in San Francisco, California. (Justin Sullivan/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">Connect Bay Area Act\u003c/a>. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>Supporters of the measure see it as critical to maintaining the Bay Area’s economy and quality of life.\u003c/p>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\n\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers wanted to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez told KQED on Aug. 17.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg\" alt=\"\" class=\"wp-image-12095745\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/251030-BayAreaVoters-06-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A voter is given a sticker after dropping his ballot at City Hall in San Francisco on Oct. 30, 2025, ahead of the statewide special election. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Chung, however, ruled that the petitioners failed to show by clear and convincing evidence that the word “preserving” was false, misleading, partial or argumentative.\u003c/p>\n\n\n\n\u003cp>“It accurately describes the purpose of the ballot measure, and it is not factually incorrect,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Aug. 17. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputed the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $220,000,000 more annually than currently disclosed. The petition asked for the amount listed on the ballot to be changed, which Chung also denied. \u003c/p>\n\n\n\n\u003cp>“Rather than engage their own consultant to perform a contrary calculation, Petitioners have relied on simplistic arithmetic to come up with a contrary figure. This is insufficient,” Chung wrote. \u003c/p>\n\n\n\n\u003cp>In his ruling, Chung said he had “less than two and a half days” to review relevant cases, given an Aug. 28 deadline set by county election offices.\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>Last December, Bay Area transit officials launched Clipper 2.0 – a revamp of the payment system used across the region’s 22 public transportation systems. But the rollout has been a disaster, with customers reporting glitches like payments not being credited and frequent account lockouts. Now, \u003ca href=\"https://www.kqed.org/news/12096240/exclusive-errors-plagued-clipper-2-0-long-before-botched-launch-records-reveal\">a KQED investigation\u003c/a> has found that officials had been ringing alarm bells about Clipper 2.0 long before the bungled rollout.\u003c/p>\n\n\n\n\u003cp>\u003cem>This episode first aired on Feb. 2, 2026.\u003c/em>\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-wp-embed is-provider-megaphone wp-block-embed-megaphone\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://playlist.megaphone.fm/?e=KQINC4108726518&light=true\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003ca href=\"https://www.speakpipe.com/msg/s/495334/4/4cwroc1y5a4mo68s\">Callout: Share your story about San Francisco’s rental market!\u003c/a>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>\u003cem>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Last December, Bay Area transit officials launched Clipper 2.0 – a revamp of the payment system used across the region’s 22 public transportation systems. But the rollout has been a disaster, with customers reporting glitches like payments not being credited and frequent account lockouts. Now, \u003ca href=\"https://www.kqed.org/news/12096240/exclusive-errors-plagued-clipper-2-0-long-before-botched-launch-records-reveal\">a KQED investigation\u003c/a> has found that officials had been ringing alarm bells about Clipper 2.0 long before the bungled rollout.\u003c/p>\n\n\n\n\u003cp>\u003cem>This episode first aired on Feb. 2, 2026.\u003c/em>\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-wp-embed is-provider-megaphone wp-block-embed-megaphone\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://playlist.megaphone.fm/?e=KQINC4108726518&light=true\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003ca href=\"https://www.speakpipe.com/msg/s/495334/4/4cwroc1y5a4mo68s\">Callout: Share your story about San Francisco’s rental market!\u003c/a>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>\u003cem>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "ice-agents-gun-found-at-sfo-the-day-before-high-profile-arrest-of-ukrainian-woman",
"title": "ICE Agent’s Gun Found at SFO the Day Before High-Profile Arrest of Ukrainian Woman ",
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"content": "\n\u003cp>A flight attendant last month found a gun belonging to a federal Immigration and Customs Enforcement agent in a \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> bathroom, a SFO spokesperson said.\u003c/p>\n\n\n\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n\n\n\n\u003cp>It’s unclear if the gun was loaded and if the ICE agent was at the airport to board a flight or as part of an operation. \u003c/p>\n\n\n\n\u003cp>Pablo Lastra, an immigration attorney with law firm Fellom & Solorio in San Francisco, questioned why the officer was armed.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" class=\"wp-image-12067210\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Even if they were getting on a plane to do an operation in Chicago, you don’t need a gun,” he said. “You can put it in your luggage. There is an element of a lack of training and carelessness.”\u003c/p>\n\n\n\n\u003cp>The incident, first reported by \u003ca href=\"https://www.nbcbayarea.com/news/local/ice-agents-gun-found-in-sfo-bathroom/4133652/\">NBC Bay Area\u003c/a>, took place one day before the high-profile \u003ca href=\"https://www.kqed.org/news/12092491/it-wasnt-right-woman-arrested-by-ice-at-sfo-is-a-san-francisco-photographer-barista\">arrest of Iryna Gorb, a Ukrainian woman\u003c/a> who was returning home to San Francisco from out of state. It comes as part of a growing presence of immigration agents at airports, as the Trump administration opens up new fronts in its aggressive immigration crackdown. \u003c/p>\n\n\n\n\u003cp>Advocates say more than a dozen travelers have been \u003ca href=\"https://www.kqed.org/news/12092697/bay-area-immigrant-advocates-warn-noncitizens-to-avoid-air-travel-after-ice-arrests\">detained at Bay Area airports\u003c/a> since June 27, some of which have played out in dramatic and public arrests captured on video, like Gorb’s July 22 arrest. A photographer and barista who has lived in the U.S. since 2010, Gorb remains in detention. \u003c/p>\n\n\n\n\u003cp>The Transportation Security Administration, the federal agency that handles airport security, has increasingly \u003ca href=\"https://www.kqed.org/news/12077581/bay-area-officials-raise-privacy-concerns-after-ice-arrest-at-sfo\">shared passenger information\u003c/a> with ICE, which is also part of the Department of Homeland Security. TSA has shared names, photos and other details from flight manifests, which ICE checks against its own records.\u003c/p>\n\n\n\n\n\n\u003cp>KQED reached out to both TSA and ICE for comment, and neither responded in time for publication. \u003c/p>\n\n\n\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n\n\n\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n\n\n\n\u003cp>Atkinson said that the arrests are being made by both uniformed ICE agents and by plainclothes officers wearing tactical vests. She advises anyone without permanent status, such as DACA recipients or those who have overstayed their visa —even if they have been in the country for many years —to consult with an immigration attorney prior to travel, even if domestically. \u003c/p>\n\n\n\n\u003cp>Lastra said that there has always been a possibility that people not authorized to be in the U.S. could be arrested during travel, but enforcement was previously sporadic. \u003c/p>\n\n\n\n\u003cp>“The airport is a Constitution-light zone where agents can search you, detain you and take your phone,” Lastra said. “Airports are considered a border area, so there is always a risk.”\u003c/p>\n\n\n\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a> \u003cem>contributed to this report.\u003c/em>\u003c/p>\n",
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"innerHTML": "\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n",
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"\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Pablo Lastra, an immigration attorney with law firm Fellom & Solorio in San Francisco, questioned why the officer was armed.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Even if they were getting on a plane to do an operation in Chicago, you don’t need a gun,” he said. “You can put it in your luggage. There is an element of a lack of training and carelessness.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The incident, first reported by \u003ca href=\"https://www.nbcbayarea.com/news/local/ice-agents-gun-found-in-sfo-bathroom/4133652/\">NBC Bay Area\u003c/a>, took place one day before the high-profile \u003ca href=\"https://www.kqed.org/news/12092491/it-wasnt-right-woman-arrested-by-ice-at-sfo-is-a-san-francisco-photographer-barista\">arrest of Iryna Gorb, a Ukrainian woman\u003c/a> who was returning home to San Francisco from out of state. It comes as part of a growing presence of immigration agents at airports, as the Trump administration opens up new fronts in its aggressive immigration crackdown. \u003c/p>\n",
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"innerHTML": "\n\u003cp>KQED reached out to both TSA and ICE for comment, and neither responded in time for publication. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n",
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"\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Atkinson said that the arrests are being made by both uniformed ICE agents and by plainclothes officers wearing tactical vests. She advises anyone without permanent status, such as DACA recipients or those who have overstayed their visa —even if they have been in the country for many years —to consult with an immigration attorney prior to travel, even if domestically. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lastra said that there has always been a possibility that people not authorized to be in the U.S. could be arrested during travel, but enforcement was previously sporadic. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“The airport is a Constitution-light zone where agents can search you, detain you and take your phone,” Lastra said. “Airports are considered a border area, so there is always a risk.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a> \u003cem>contributed to this report.\u003c/em>\u003c/p>\n",
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"excerpt": "A flight attendant found the weapon before the arrest of Iryna Gorb, a San Francisco resident who was traveling home from out of state, as was captured in a viral video. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>A flight attendant last month found a gun belonging to a federal Immigration and Customs Enforcement agent in a \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> bathroom, a SFO spokesperson said.\u003c/p>\n\n\n\n\u003cp>After finding the gun in a men’s bathroom stall past the Terminal 2 security checkpoint, the attendant notified security, who closed the restroom and called 911. San Francisco police responded within five minutes and were on scene when the ICE agent returned to retrieve his gun. \u003c/p>\n\n\n\n\u003cp>It’s unclear if the gun was loaded and if the ICE agent was at the airport to board a flight or as part of an operation. \u003c/p>\n\n\n\n\u003cp>Pablo Lastra, an immigration attorney with law firm Fellom & Solorio in San Francisco, questioned why the officer was armed.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" class=\"wp-image-12067210\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Even if they were getting on a plane to do an operation in Chicago, you don’t need a gun,” he said. “You can put it in your luggage. There is an element of a lack of training and carelessness.”\u003c/p>\n\n\n\n\u003cp>The incident, first reported by \u003ca href=\"https://www.nbcbayarea.com/news/local/ice-agents-gun-found-in-sfo-bathroom/4133652/\">NBC Bay Area\u003c/a>, took place one day before the high-profile \u003ca href=\"https://www.kqed.org/news/12092491/it-wasnt-right-woman-arrested-by-ice-at-sfo-is-a-san-francisco-photographer-barista\">arrest of Iryna Gorb, a Ukrainian woman\u003c/a> who was returning home to San Francisco from out of state. It comes as part of a growing presence of immigration agents at airports, as the Trump administration opens up new fronts in its aggressive immigration crackdown. \u003c/p>\n\n\n\n\u003cp>Advocates say more than a dozen travelers have been \u003ca href=\"https://www.kqed.org/news/12092697/bay-area-immigrant-advocates-warn-noncitizens-to-avoid-air-travel-after-ice-arrests\">detained at Bay Area airports\u003c/a> since June 27, some of which have played out in dramatic and public arrests captured on video, like Gorb’s July 22 arrest. A photographer and barista who has lived in the U.S. since 2010, Gorb remains in detention. \u003c/p>\n\n\n\n\u003cp>The Transportation Security Administration, the federal agency that handles airport security, has increasingly \u003ca href=\"https://www.kqed.org/news/12077581/bay-area-officials-raise-privacy-concerns-after-ice-arrest-at-sfo\">shared passenger information\u003c/a> with ICE, which is also part of the Department of Homeland Security. TSA has shared names, photos and other details from flight manifests, which ICE checks against its own records.\u003c/p>\n\n\n\n\n\n\u003cp>KQED reached out to both TSA and ICE for comment, and neither responded in time for publication. \u003c/p>\n\n\n\n\u003cp>Previously, enforcement at airports centered on international travelers coming into the U.S. without a visa, said Milli Atkinson, director of the San Francisco Bar Association’s Immigrant Legal Defense Program and leads the San Francisco Rapid Response Network. But over the past year and a half, focus has shifted to immigrants who have lived in the country for years, but overstayed their visa and then chose to travel domestically.\u003c/p>\n\n\n\n\u003cp>“We didn’t really see anything locally until this year, and it has really ramped up in the past couple of weeks at both San Francisco and Oakland airports,” Atkinson said. “For the first time, we started seeing people detained when they were waiting at the gates to board their flights, including people who have pending asylum applications. It’s really concerning.” \u003c/p>\n\n\n\n\u003cp>Atkinson said that the arrests are being made by both uniformed ICE agents and by plainclothes officers wearing tactical vests. She advises anyone without permanent status, such as DACA recipients or those who have overstayed their visa —even if they have been in the country for many years —to consult with an immigration attorney prior to travel, even if domestically. \u003c/p>\n\n\n\n\u003cp>Lastra said that there has always been a possibility that people not authorized to be in the U.S. could be arrested during travel, but enforcement was previously sporadic. \u003c/p>\n\n\n\n\u003cp>“The airport is a Constitution-light zone where agents can search you, detain you and take your phone,” Lastra said. “Airports are considered a border area, so there is always a risk.”\u003c/p>\n\n\n\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jlara\">\u003cem>Juan Carlos Lara\u003c/em>\u003c/a> \u003cem>contributed to this report.\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Citing real and imminent harm to “vulnerable populations, critical programs, and ongoing services,” a federal appeals court refused Tuesday to let the Trump administration withhold billions of dollars in previously awarded \u003ca href=\"https://www.kqed.org/news/tag/federal-funding\">federal funds\u003c/a> from Bay Area cities and counties over compliance with new rules on “gender ideology,” “elective abortions” and immigration.\u003c/p>\n\n\n\n\u003cp>President Donald Trump had instituted the changes in early 2025, issuing what the court described as “sweeping executive orders” targeting the recipients of grant money from the Departments of Transportation and Housing and Urban Development.\u003c/p>\n\n\n\n\u003cp>The new conditions also require local governments to verify the immigration status of any individual grant recipient.\u003c/p>\n\n\n\n\u003cp>San Francisco and Washington state’s King County were among the raft of local governments that \u003ca href=\"https://www.kqed.org/news/12041080/two-california-counties-battle-trump-administration-over-homelessness-funding\">challenged the new conditions\u003c/a> that May, quickly securing an injunction from a federal judge.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED.jpg\" alt=\"\" class=\"wp-image-12065389\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Rep. Sam Liccardo speaks during a press conference in San José about changes to a federal housing program’s funding by the Trump administration on Nov. 24, 2025. (Joseph Geha/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>A divided panel of the 9th Circuit Court of Appeals \u003ca href=\"https://cdn.ca9.uscourts.gov/datastore/opinions/2026/08/25/25-3664.pdf\">affirmed\u003c/a> that decision on Tuesday in Seattle, siding with Sonoma and Santa Clara counties, among other municipalities across the country. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The majority of the conditions far exceed the limited authority set out by Congress and superimpose onerous requirements well after the government already awarded grant funds,” Judge M. Margaret McKeown wrote for the majority.\u003c/p>\n\n\n\n\u003cp>She noted that some of the governments involved in the lawsuit “have already expended millions of dollars in reliance on their conditional awards.”\u003c/p>\n\n\n\n\u003cp>McKeown said federal housing funds are designed “to meet the critically urgent needs of the homeless of the Nation” and “to assist the homeless, with special emphasis on elderly persons, handicapped persons, families with children, Native Americans, and veterans.”\u003c/p>\n\n\n\n\u003cp>Joined by fellow Clinton appointee Judge Richard Paez, McKeown agreed with the lower court’s finding that the “loss of grant funds would be devastating and irreparable.” \u003c/p>\n\n\n\n\u003cp>“It further concluded that ‘these likely harms are not … merely monetary in nature,’ and noted the potential harm to ‘shelter-unstable families’ and the ‘incalculable effects of forcing unforeseen reductions in transportation spending,’” McKeown wrote. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"1067\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy.jpg\" alt=\"\" class=\"wp-image-12038484\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-element-caption\">In his first 100 days in office, President Donald Trump has signed just five bills into law while issuing over 100 executive actions, a pattern that fits with his vision of a more powerful executive. (Kayla Bartkowski/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>McKeown and Paez hinged their ruling on Title VI of the Civil Rights Act, saying “the Local Governments are likely to succeed on the merits” of their claim. \u003c/p>\n\n\n\n\u003cp>Pacifica Law Group attorney Paul J. Lawrence, who represented the local governments at oral arguments in February, called the decision “a major victory for the rule of law and a setback for the Trump Administration’s effort to force its policy objectives on local governments.”\u003c/p>\n\n\n\n\u003cp>“Only Congress, not the Executive, has the power to set conditions for the award of federal grants,” Lawrence said in an email. “Local governments depend on Congressionally approved grants to provide critical services to their communities. The ruling preserves access to billions of dollars in federal grants for 75 communities across the nation.”\u003c/p>\n\n\n\n\u003cp>Emily Langlie, a spokesperson for the U.S. Attorney’s Office in Seattle, declined to comment.\u003c/p>\n\n\n\n\n\n\u003cp>In a 20-page dissent, Trump-appointed Judge Patrick Bumatay called the ruling “yet another instance of courts confronting a question of ‘who decides’ and choosing wrong.”\u003c/p>\n\n\n\n\u003cp>“Too often it’s forgotten that the federal judiciary is the ‘weakest’ branch,” said Bumatay, quoting Alexander Hamilton in \u003cem>The Federalist Papers\u003c/em>. “That’s because the judiciary ‘has no influence over either the sword or the purse.’ In other words, the federal ‘purse’ belongs to the political branches — not the courts. Unfortunately, those principles are forgotten here.”\u003c/p>\n\n\n\n\u003cp>A former federal prosecutor who received his judgeship in 2019, Bumatay cautioned that “dislike for the President’s policies is no substitute for following the law.” \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Rather than deferring to the Executive’s discretion to make these choices, we once again step into the political arena and decide what we think is best for the country,” he said. “By enjoining these funding conditions, we overstep our bounds and intrude on the policymaking left to the elected branches.” \u003c/p>\n\n",
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"innerHTML": "\n\u003cp>“Rather than deferring to the Executive’s discretion to make these choices, we once again step into the political arena and decide what we think is best for the country,” he said. “By enjoining these funding conditions, we overstep our bounds and intrude on the policymaking left to the elected branches.” \u003c/p>\n",
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"excerpt": "A divided appeals court panel said Bay Area cities’ compliance with the new federal funding rules would be “devastating and irreparable” for vulnerable families. ",
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"title": "Trump Grant Conditions for Gender, Abortion and Immigration Suffer 9th Circuit Defeat | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Citing real and imminent harm to “vulnerable populations, critical programs, and ongoing services,” a federal appeals court refused Tuesday to let the Trump administration withhold billions of dollars in previously awarded \u003ca href=\"https://www.kqed.org/news/tag/federal-funding\">federal funds\u003c/a> from Bay Area cities and counties over compliance with new rules on “gender ideology,” “elective abortions” and immigration.\u003c/p>\n\n\n\n\u003cp>President Donald Trump had instituted the changes in early 2025, issuing what the court described as “sweeping executive orders” targeting the recipients of grant money from the Departments of Transportation and Housing and Urban Development.\u003c/p>\n\n\n\n\u003cp>The new conditions also require local governments to verify the immigration status of any individual grant recipient.\u003c/p>\n\n\n\n\u003cp>San Francisco and Washington state’s King County were among the raft of local governments that \u003ca href=\"https://www.kqed.org/news/12041080/two-california-counties-battle-trump-administration-over-homelessness-funding\">challenged the new conditions\u003c/a> that May, quickly securing an injunction from a federal judge.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED.jpg\" alt=\"\" class=\"wp-image-12065389\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251124-SJHUDCUTS-JG-07-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Rep. Sam Liccardo speaks during a press conference in San José about changes to a federal housing program’s funding by the Trump administration on Nov. 24, 2025. (Joseph Geha/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>A divided panel of the 9th Circuit Court of Appeals \u003ca href=\"https://cdn.ca9.uscourts.gov/datastore/opinions/2026/08/25/25-3664.pdf\">affirmed\u003c/a> that decision on Tuesday in Seattle, siding with Sonoma and Santa Clara counties, among other municipalities across the country. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The majority of the conditions far exceed the limited authority set out by Congress and superimpose onerous requirements well after the government already awarded grant funds,” Judge M. Margaret McKeown wrote for the majority.\u003c/p>\n\n\n\n\u003cp>She noted that some of the governments involved in the lawsuit “have already expended millions of dollars in reliance on their conditional awards.”\u003c/p>\n\n\n\n\u003cp>McKeown said federal housing funds are designed “to meet the critically urgent needs of the homeless of the Nation” and “to assist the homeless, with special emphasis on elderly persons, handicapped persons, families with children, Native Americans, and veterans.”\u003c/p>\n\n\n\n\u003cp>Joined by fellow Clinton appointee Judge Richard Paez, McKeown agreed with the lower court’s finding that the “loss of grant funds would be devastating and irreparable.” \u003c/p>\n\n\n\n\u003cp>“It further concluded that ‘these likely harms are not … merely monetary in nature,’ and noted the potential harm to ‘shelter-unstable families’ and the ‘incalculable effects of forcing unforeseen reductions in transportation spending,’” McKeown wrote. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"1067\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy.jpg\" alt=\"\" class=\"wp-image-12038484\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/npr.brightspotcdn-copy-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-element-caption\">In his first 100 days in office, President Donald Trump has signed just five bills into law while issuing over 100 executive actions, a pattern that fits with his vision of a more powerful executive. (Kayla Bartkowski/Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>McKeown and Paez hinged their ruling on Title VI of the Civil Rights Act, saying “the Local Governments are likely to succeed on the merits” of their claim. \u003c/p>\n\n\n\n\u003cp>Pacifica Law Group attorney Paul J. Lawrence, who represented the local governments at oral arguments in February, called the decision “a major victory for the rule of law and a setback for the Trump Administration’s effort to force its policy objectives on local governments.”\u003c/p>\n\n\n\n\u003cp>“Only Congress, not the Executive, has the power to set conditions for the award of federal grants,” Lawrence said in an email. “Local governments depend on Congressionally approved grants to provide critical services to their communities. The ruling preserves access to billions of dollars in federal grants for 75 communities across the nation.”\u003c/p>\n\n\n\n\u003cp>Emily Langlie, a spokesperson for the U.S. Attorney’s Office in Seattle, declined to comment.\u003c/p>\n\n\n\n\n\n\u003cp>In a 20-page dissent, Trump-appointed Judge Patrick Bumatay called the ruling “yet another instance of courts confronting a question of ‘who decides’ and choosing wrong.”\u003c/p>\n\n\n\n\u003cp>“Too often it’s forgotten that the federal judiciary is the ‘weakest’ branch,” said Bumatay, quoting Alexander Hamilton in \u003cem>The Federalist Papers\u003c/em>. “That’s because the judiciary ‘has no influence over either the sword or the purse.’ In other words, the federal ‘purse’ belongs to the political branches — not the courts. Unfortunately, those principles are forgotten here.”\u003c/p>\n\n\n\n\u003cp>A former federal prosecutor who received his judgeship in 2019, Bumatay cautioned that “dislike for the President’s policies is no substitute for following the law.” \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Rather than deferring to the Executive’s discretion to make these choices, we once again step into the political arena and decide what we think is best for the country,” he said. “By enjoining these funding conditions, we overstep our bounds and intrude on the policymaking left to the elected branches.” \u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "exclusive-errors-plagued-clipper-2-0-long-before-botched-launch-records-reveal",
"title": "Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal",
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"headTitle": "Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal | KQED",
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"content": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n",
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"\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n",
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"\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n",
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"\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n",
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"\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\"/>\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n",
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"\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n",
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"\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n"
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"innerHTML": "\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n",
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"\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n",
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"\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\"/>\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n",
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"\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n",
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"\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n",
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"\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n",
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"\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\"/>\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n",
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"\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n",
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"\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n",
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"\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\"/>\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n",
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"\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n",
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"\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n",
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"\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n",
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"\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\"/>\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n",
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"\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n",
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"\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n",
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"\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\"/>\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024.\u003ccite class=\"wp-inline-image-credit\"> (Celal Gunes/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n",
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"\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n",
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"\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n",
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"\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n"
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n",
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"innerHTML": "\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n",
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"\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n",
"innerContent": [
"\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n",
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"\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n",
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"\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n",
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"\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n",
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"\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n",
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"\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n",
"innerContent": [
"\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n",
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"\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n",
"innerContent": [
"\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n"
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"innerHTML": "\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n",
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"\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n",
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"\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\"/>\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n",
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"\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n"
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"innerHTML": "\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n",
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"\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n",
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"\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n",
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"\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n",
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"\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\"/>\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n",
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"\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n",
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"\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n",
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"\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n"
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"blockName": "core/heading",
"attrs": {
"text": "Whac-A-Mole",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n",
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"\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n",
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"\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n",
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"\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\"/>\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n",
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"\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n"
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"innerHTML": "\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n",
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"\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n",
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"\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n"
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"innerHTML": "\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n",
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"\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\"/>\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Miles Cull/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n",
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"\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n",
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"\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n",
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"\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n",
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"\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n"
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"text": "‘Cheated’ and ‘embarrassed’",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n",
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"innerHTML": "\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n",
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"\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n"
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"innerHTML": "\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n",
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"\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n",
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"\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\"/>\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts.\u003ccite class=\"wp-inline-image-credit\"> (Darren Tu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n",
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"\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n",
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"\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n",
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"\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n",
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"\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n"
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"resolvedEmbed": "\u003cblockquote class=\"bluesky-embed\" data-bluesky-uri=\"at://did:plc:dv5kwqbcc24iv2xrvlc5s33o/app.bsky.feed.post/3mnsatydsds27\" data-bluesky-cid=\"bafyreifdfglkqclqpxzovr4utk4g5f4urxiifc4kwgcr7mlcgoamd77n7q\">\u003cp lang=\"en\">BART Station Agent Audio:@BART was having Problems withParking Validation & Clipper Card Vending MachinesEspecially at El Cerrito del Norte and Richmond BART StationsJune 8, 2026, 6:08 AM @danbrekke.bsky.social\u003c/p>— \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o?ref_src=embed\"> (@bartfare.bsky.social)\u003c/a> \u003ca href=\"https://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27?ref_src=embed\">2026-06-08T17:54:32.179Z\u003c/a>\u003c/blockquote>\u003cscript async src=\"https://embed.bsky.app/static/embed.js\" charset=\"utf-8\">\u003c/script>"
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"innerHTML": "\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n",
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"\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n",
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"\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n",
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"\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n",
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"\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n",
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"\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n",
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"\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n",
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"\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n"
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"innerHTML": "\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n",
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"\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n",
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"\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\"/>\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n",
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"\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n"
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"innerHTML": "\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n",
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"innerHTML": "\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n",
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"\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n",
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"\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n"
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"\n\u003cfigure class=\"wp-block-image aligncenter size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\"/>\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n",
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"\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n",
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"\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n"
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"innerHTML": "\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n",
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"\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n",
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"\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n",
"innerContent": [
"\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n",
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"\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n"
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"excerpt": "An analysis of internal emails and other records by KQED found that problems with Clipper 2.0 persisted long before its bungled rollout late last year. ",
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"title": "Exclusive: Errors Plagued Clipper 2.0 Long Before Botched Launch, Records Reveal | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The day before \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies rolled out Clipper 2.0 — a long-anticipated upgrade to the region’s electronic train, bus and ferry tickets — a high-level staffer overseeing the project raised an important red flag. \u003c/p>\n\n\n\n\u003cp>Known as “next generation Clipper” and used by 22 Bay Area operators, the software promised to make riding transit easier with bank card tap-to-pay, rider discounts and other features. It had taken Cubic Transportation Systems, the contractor in charge of the update, seven years — nearly three more than initially promised — to deliver the new system.\u003c/p>\n\n\n\n\u003cp>But on the eve of the launch, Jason Weinstein, director of Clipper at the Metropolitan Transportation Commission (MTC), which oversees Cubic’s contract, issued a formal letter, saying the MTC did not have confidence that the process for collecting fares and distributing them to the appropriate operator — a main function of the software — was happening appropriately. The problem, according to the MTC, was that it was not yet fully automated and relied too heavily on manual oversight in a system that handles hundreds of thousands of transactions daily.\u003c/p>\n\n\n\n\u003cp>Weinstein said the commission would “hold Cubic accountable” for meeting the requirements of its contract. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096267\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-19_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers board Caltrain at the 22nd Street Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>The incident revealed a fissure that had been deepening over the past year. Internal communications reviewed by KQED between the MTC and Cubic staff show software bugs like these were present long before Weinstein’s warning and Clipper 2.0’s public debut. \u003c/p>\n\n\n\n\u003cp>Transit agency leaders and officials at the MTC had for months complained the company was struggling to resolve persistent errors with the software, while Cubic staffers said MTC hadn’t authorized the company to complete enough testing to ensure the system’s success. \u003c/p>\n\n\n\n\u003cp>For the MTC, there was little time to spare. Executive Director Andrew Fremier said commissioners were eager to get the upgrades installed before the Super Bowl and World Cup, when hundreds of thousands of fans were expected to descend upon the Bay Area — and take transit to get to matches. With assurances from Cubic leadership that issues would be fixed quickly, Fremier said the commission determined the potential benefit of launching the systems’ new features outweighed the known risks. \u003c/p>\n\n\n\n\u003cp>“You’re probably never going to have a perfect system,” Fremier told KQED. “ We didn’t want to be so risk-averse that we weren’t getting good products into people’s hands.” \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg\" alt=\"\" class=\"wp-image-12096162\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-05-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Andrew Fremier, executive director of the Metropolitan Transportation Commission, at the Bay Area Transit offices in San Francisco on Aug. 5, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, however, Weinstein’s warning proved prescient, and Clipper 2.0 began to unravel. Upon attempting to log in to their accounts, some customers were locked out by error messages; others were charged incorrect fares; ticket vending machines took some riders’ money without crediting their accounts; fare inspection devices failed; and hold times to speak to customer service staff soared up to 100 minutes. \u003c/p>\n\n\n\n\u003cp>During one outage that began on May 18 and lasted approximately 27 hours, BART riders were unable to purchase or add value to their Clipper cards at the agency’s ticket vending machines and faced delays with transactions at BART fare gates, according to a staff memo. The culprit turned out to be Cubic’s \u003ca href=\"https://www.kqed.org/news/12085683/zero-credibility-major-clipper-outage-caused-by-cubics-failure-to-pay-att-bill\">failure to pay an AT&T bill\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The botched rollout comes at a particularly inopportune time for the agencies that rely on the platform to collect fares. The largest among them — BART, Muni, Caltrain and AC Transit — are all facing existential budget crises and are seeking relief from voters through \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">two\u003c/a> separate tax \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">measures\u003c/a> in order to avoid drastic service cuts. \u003c/p>\n\n\n\n\u003cp>“The reputational damage that we are facing on an item that should have been a win at a time when we really need a win is just unacceptable,” Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency (SFMTA), said at a June meeting of the Clipper Executive Board. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096265\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-06-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider refills their Clipper card at the North Berkeley BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Cubic Transportation Systems, a division of the San Diego-based global technology company Cubic Corporation, declined to answer specific questions about Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>In a statement, Cubic spokesperson Cory Shields described Clipper 2.0 as “one of the most complex fare payment systems in the world.”\u003c/p>\n\n\n\n\u003cp>“Integrating the distinct fare structures and operating needs of each agency creates unique challenges that require close coordination among Cubic, MTC and the region’s operators,” Shields told KQED. “Our commitment to our partners and Bay Area riders is unwavering, and we will continue to build upon this progress to deliver the reliable system riders deserve.”\u003c/p>\n\n\n\n\u003cp>The MTC initially estimated that upgrading the system’s roughly 15 million cards to Clipper 2.0 would take two to three months, but as of July 16, only about 15% of those cards have been converted to the new system. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-3 is-layout-flex wp-block-gallery-is-layout-flex\">\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096269\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg\" alt=\"\" class=\"wp-image-12096269\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_courtesy1-1-Edit-1-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message is displayed on a Clipper vending machine. The photo was obtained via a California Public Records Act request seeking information about the rollout of Clipper 2.0. (Courtesy of the Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cfigure class=\"wp-block-image size-large\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1600\" height=\"2000\" data-id=\"12096252\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg\" alt=\"\" class=\"wp-image-12096252\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-160x200.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Investigation_DahlstromEckman_vending-machine-error_veritcle-.00_00_21_01.Still001-Edit-1229x1536.jpg 1229w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\" />\u003cfigcaption class=\"wp-element-caption\">An error message on a Clipper vending machine at the 16th Street BART Station on March 11, 2026. (Erin Baldassari/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/figure>\n\n\n\n\u003cp>The glitches, delays and service outages have increased the program’s cost by millions, and estimates by multiple transit agencies indicate more than $100,000 in lost fare revenue combined, although the MTC said it is still calculating the total revenue lost. \u003c/p>\n\n\n\n\u003cp>In June, the leaders of those agencies urged the commission to pursue “all contractual remedies” against Cubic to recover lost fares. \u003c/p>\n\n\n\n\u003cp>Fremier said his first focus is ensuring Clipper 2.0 actually works. \u003c/p>\n\n\n\n\u003cp>“What we’ve asked Cubic to focus on most directly is getting the system stable to the point where we can shut down the old Clipper system and be functioning in the brand-new Clipper 2 environment,” he told KQED, “and then try to pick up the pieces about who might be responsible for what.”\u003c/p>\n\n\n\n\u003cp>Fremier said he expects those conversations to play out “over the next few months.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Years in the making \u003c/h2>\n\n\n\n\u003cp>Next generation Clipper, or Clipper 2.0, is the first update to Clipper since it launched in 2010. \u003c/p>\n\n\n\n\u003cp>The hope, Fremier said, was to offer a better product to riders that would in turn incentivize more people to take transit. Across the Bay Area’s nine counties, \u003ca href=\"https://vitalsigns.mtc.ca.gov/indicators/commute-mode-choice\">more than two-thirds of commuters\u003c/a> drove to work alone in 2024, according to the MTC. Just 8% took transit on a typical workday. \u003c/p>\n\n\n\n\u003cp>But the original Clipper infrastructure wouldn’t support the \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-\">suite of new features\u003c/a> that the MTC envisioned, including family accounts, reduced or free transfers and improvements to how users add funds. The update moved Clipper from a “card-based” system to an “account-based” system, Fremier said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg\" alt=\"\" class=\"wp-image-12096159\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustration-2_7-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp> “The card used to do all the work, and it could only hold a certain amount of information, and that limited our ability to offer different fare products,” Fremier said. “By moving into newer technology, it offered us a lot more flexibility.”\u003c/p>\n\n\n\n\u003cp>In 2018, MTC awarded Cubic a 10-year, $393 million contract, not including contingency funds, to develop and operate Clipper 2.0 for 10 years. That contract has since increased to $436 million to accommodate additional equipment and features. The company has held the previous contract for the original version of Clipper since 2009. \u003c/p>\n\n\n\n\u003cp>Cubic has developed and upgraded fare payment systems in other major cities, including New York City’s \u003ca href=\"https://nyc.streetsblog.org/2024/05/20/mtas-demotes-omny-contractor-cubic-in-hopes-of-speeding-up-commuter-rail-fare-integration\">OMNY\u003c/a>, Chicago’s \u003ca href=\"https://www.courthousenews.com/to-really-foul-things-up-chicagoprivatizes-transit-payment-system/\">Ventra\u003c/a>, and Boston’s \u003ca href=\"https://mass.streetsblog.org/2024/05/23/mbta-proposes-more-tweaks-to-long-delayed-fare-transformation-initiative\">MBTA\u003c/a> — projects that also faced many of the same \u003ca href=\"https://www.transitchicago.com/cta-announces-steps-to-address-ventra-issues/\">issues\u003c/a> and delays that plague Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>But Cubic was the sole bidder for the MTC’s contract, which officials acknowledge is uniquely complex. The system is used by nearly two dozen transit operators across nine counties with a variety of accepted payment methods, internal hardware, software programs and fare structures. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1332\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg\" alt=\"\" class=\"wp-image-12096308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/CubicCorpGetty-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Cubic Corporation logo at the Satellite 2024 conference and exhibition in Walter E. Washington Convention Center, Washington, D.C., on March 19, 2024. (Celal Gunes/Anadolu via Getty Images)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Rebecca Long, a spokesperson for MTC, said that while the commission did “everything it could do from a legal and business perspective” to attract multiple bids, its priority was minimizing disruptions for customers, which meant it had to keep Clipper 1.0 running through the transition. She said, however, that decision “added complexity” to the contract. \u003c/p>\n\n\n\n\u003cp>“That would be hard for anyone but Cubic,” Long said. \u003c/p>\n\n\n\n\u003cp>Cubic also has very few competitors in the industry that are able to supply a full suite of services, according to Fremier. Still, he said commissioners thought Cubic’s previous experience running Clipper would be a “helpful benefit.” \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Cubic responds\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>In public meetings, Cubic representatives have apologized for the rocky rollout. \u003c/p>\n\n\n\n\u003cp>“It’s completely unacceptable, and I’m deeply sorry for the experiences that you are having,” Peter Montgomery-Torrellas, the former president of Cubic Transportation Systems, told the Clipper Executive Board at a Jan. 26 meeting.\u003c/p>\n\n\n\n\u003cp>Montgomery-Torrellas left the company in June. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096264\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-20-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the North Berkeley BART station on July 28, 2026, in Berkeley. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In private communications, however, company representatives blamed some of Clipper 2.0’s issues on the MTC for not authorizing sufficient field testing prior to the launch. \u003c/p>\n\n\n\n\u003cp>Nine months before the rollout of Clipper 2.0, Cubic requested MTC increase the number of participants testing the new system from approximately 60 to at least 1,000. \u003c/p>\n\n\n\n\u003cp>“To solidify the potential launch date for the C2 program, it is crucial to maximize the use of the production system,” Dennis Dewan, contracts manager at Cubic, wrote in an email to Weinstein on March 14, 2025. \u003c/p>\n\n\n\n\u003cp>Dewan said since the start of that year, fewer than 1,000 rides had been processed across only nine agencies, involving fewer than 100 unique accounts. \u003c/p>\n\n\n\n\u003cp>“Comprehensive validation of the system necessitates many more taps across a larger range of use cases,” Dewan wrote, referring to when riders “tap” their Clipper card on a card reader. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-5_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider scans their phone on a Clipper machine at the 22nd Street Caltrain station in San Francisco on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>But despite Cubic’s assertions that the system was ready for significantly larger pilot activity, the MTC declined to expand the number of testers, demanding Cubic resolve a known list of problems first.\u003c/p>\n\n\n\n\u003cp>“MTC does not plan to open the current field testing or to start [the] pilot with the public until an agreeable list of items is complete,” Weinstein told Dewan less than a week later. \u003c/p>\n\n\n\n\u003cp>Those items included successfully demonstrating that customer data — such as account credentials, payment methods and travel history — could be migrated from the old system to the new one. \u003c/p>\n\n\n\n\u003cp>In mid-April, 2025, testing by Cubic still showed “significant failure rates,” with only 49% of tests passing and more than 500 open software bugs, according to a formal letter to Cubic signed by Fremier. The back-and-forth about whether to expand the pilot continued through the spring and summer.\u003c/p>\n\n\n\n\u003cp>By October, the first time a possible launch date was discussed, field testing was 30% complete, and Google Wallet — a digital wallet where people could store their Clipper card on their smartphone — remained blocked, Fremier wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg\" alt=\"\" class=\"wp-image-12096268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260208-superbowlsunday00274_TV_qed-Edit-2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Super Bowl attendees exit a VTA light rail train at Levi’s Stadium for Super Bowl LX in Santa Clara on Feb. 8, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Asked whether field testing was ever fully completed, Long told KQED, “Field testing was conducted on all components that could be validated in real-world conditions,” including Clipper device functionality, system reporting and website performance.\u003c/p>\n\n\n\n\u003cp>But even a week before launch, Diana Hammons, senior manager of revenue growth and reporting at the SFMTA, which runs Muni, expressed dissatisfaction with Cubic’s handling of known errors, asking the company to collate them into a master list. \u003c/p>\n\n\n\n\u003cp>“This e-mail chain is not an ideal way for us to be tracking the progress on these issues and for me to be able to effectively update our General Manager,” she wrote on Dec. 3. “We are seven days away from the scheduled launch date.”\u003c/p>\n\n\n\n\u003cp>Despite known issues, Cubic officials assured MTC it could meet a Dec. 10 launch date for Clipper 2.0, Fremier said, with the MTC agreeing to continue testing in “a more live environment” — a decision he later defended.\u003c/p>\n\n\n\n\u003cp>“ I do think the decision and the reason why we made it was the right one at the time,” Fremier said. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1975\" height=\"1317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg\" alt=\"\" class=\"wp-image-12096206\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL.jpg 1975w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260803-ClipperInvestigationPortraits-04-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1975px) 100vw, 1975px\" />\u003cfigcaption class=\"wp-element-caption\">Dave Mangot stands at the 24th Street BART station in San Francisco on Aug. 3, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>Dave Mangot, the founder and CEO of the software delivery consultancy Mangoteque, who reviewed Cubic’s outage reports obtained by KQED, said the MTC should not have relied on “assurances” from Cubic that the company would be able to fix the problems in a timely manner. \u003c/p>\n\n\n\n\u003cp>“Assurances are nonsense in software. Either the tests pass, or they don’t. That’s it,” Mangot said. “ Show me that this thing works like it’s supposed to.”\u003c/p>\n\n\n\n\u003cp>Doing a comprehensive pilot with well-planned, well-defined and well-managed outcomes, including full systems load testing, would have been very important for a rollout of this magnitude, according to Shyam Dunna, the principal at nMomentum Corporation, a technology consulting and IT services firm that specializes in fare collection systems. \u003c/p>\n\n\n\n\u003cp>“It appears that this was not done thoroughly enough based on the reports of system issues,” Dunna said, acknowledging that it can be difficult to comment without a forensic inspection of what caused them. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Whac-A-Mole\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>Clipper 2.0 launched on Dec. 10, 2025, with an eager crowd of transit agency heads and local leaders crowding a podium at the Embarcadero BART/Muni station to celebrate. \u003c/p>\n\n\n\n\u003cp>“As a city, we are moving in the right direction, and our economy is coming back,” San Francisco Mayor Daniel Lurie said. “But that progress relies on a stable transit system.”\u003c/p>\n\n\n\n\u003cp>That night, Angus Davol, assistant director of Clipper development and budget at MTC, told transit agency staff in an email that bankcard tap-to-pay acceptance “went smoothly overall,” but Cubic was investigating several issues, including customers “unable to manage their accounts.”\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg\" alt=\"\" class=\"wp-image-12096275\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-12-MC_qed-copy-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A BART fare gate displays an “Out of Service” message at North Berkeley Station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>In the days that followed, internal emails and reports from MTC, transit agency staff and Cubic describe a software rollout similar to a game of Whac-A-Mole, in which issues would worsen and multiply while solutions remained elusive.\u003c/p>\n\n\n\n\u003cp>By January, MTC staff expressed doubts the company would be able to meet its initial schedule for upgrading original Clipper accounts to Clipper 2.0. \u003c/p>\n\n\n\n\u003cp>“They did not design a system and migration process that can handle 600 passes and the significant number of rules and devices that we have in use,” Kelley Jackson, assistant director of Clipper Operations and Customer Experience at MTC, wrote in an email.\u003c/p>\n\n\n\n\u003cp>In several instances when problems did occur, Cubic’s initial response was to perform rolling restarts of servers, which Mangot described as a “turn everything off and on again” approach. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/072826-ClipperInvestigation-14-MC_qed-Edit-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A rider scans their Clipper card at the 19th Street Oakland BART station on July 28, 2026. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“ Which is great if my mom has a problem with her Mac and she needs help, but this isn’t that,” Mangot said. “This is a payment system that’s running 22 different transit agencies. ‘Have you tried turning it off and on again’ isn’t the answer.” \u003c/p>\n\n\n\n\u003cp>In response to a two-hour outage on March 25, when Clipper ticket vending machines were unable to process credit or debit card payments, a Cubic staffer wrote that the company should “estimate the cost of building and maintaining a proper load test environment,” as an action item in response to the outage. \u003c/p>\n\n\n\n\u003cp>Mangot said that response “seemed backwards.” Load testing, the process of testing a system under its expected peak capacity, typically happens before a new system launches. \u003c/p>\n\n\n\n\u003cp>“ So many of these issues that they are running into with [servers] being overutilized, that’s why we do load testing,” he said. \u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">‘Cheated’ and ‘embarrassed’\u003c/h2>\n\n\n\n\u003cp>Following the December launch, the Clipper Customer Service center became overwhelmed with around \u003ca href=\"https://www.kqed.org/news/12071026/a-hot-mess-transit-riders-officials-skewer-contractor-over-flawed-clipper-2-0-rollout\">47,000 calls\u003c/a> to agents in roughly its first month of operation, nearly four times the amount it was originally contracted to handle. At the same time, Clipper’s customer service staff reported delays accessing customer accounts. \u003c/p>\n\n\n\n\u003cp>BART riders like Omar Sultan found themselves locked out of their accounts for weeks, unable to access the money they had set aside for riding transit. Sultan told the BART Board of Directors in a January email that he missed the reimbursement deadline for transit through his employer because he was unable to access his account for so long.\u003c/p>\n\n\n\n\u003cp>“Riders are being charged for BART trips without the ability to audit those charges — a situation that would not be acceptable in any other payment system. I contacted Clipper customer service regarding this issue and received no response or guidance,” Sultan wrote.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1240\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg\" alt=\"\" class=\"wp-image-12096160\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-160x103.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Clipper-Card-Illustratoin-3_5-1536x992.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\" />\u003cfigcaption class=\"wp-element-caption\">In the days following the launch of Clipper 2.0 — the region’s electronic train, bus and ferry tickets — the system began to unravel, with some customers locked out by error messages, others charged incorrect fares and ticket vending machines taking some riders’ money without crediting their accounts. (Darren Tu/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>AC Transit General Manager Salvador Llamas said the ongoing issues made it difficult to recruit passengers who qualify for Clipper START, a discount program for low-income riders. \u003c/p>\n\n\n\n\u003cp>“It’s getting difficult to encourage people to get on Clipper START or other programs when the [ticket vending machines] don’t even work,” Llamas said at a July Clipper executive board meeting. “It’s hard for us to encourage people to trust the system.” \u003c/p>\n\n\n\n\u003cp>One longtime BART station agent who spoke to KQED on condition of anonymity because they are not authorized to speak with the press said the problems with Clipper 2.0 made it harder to come to work, calling it “the worst systemwide morale killer amongst agents since I started working here.” \u003c/p>\n\n\n\n\u003cp>The agent described months of problems with BART ticket vending machines where the machines would take riders’ money but not issue a Clipper card, and station agents “didn’t have an acceptable way to resolve the problem.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-embed is-type-rich is-provider-bluesky-social wp-block-embed-bluesky-social\">\u003cdiv class=\"wp-block-embed__wrapper\">\nhttps://bsky.app/profile/did:plc:dv5kwqbcc24iv2xrvlc5s33o/post/3mnsatydsds27\n\u003c/div>\u003c/figure>\n\n\n\n\u003cp>“I care about our riders’ experience and can’t help but feel personally embarrassed, and organizationally incompetent, when our ‘product’ falls so far short of any reasonable expectations,” the station agent said.\u003c/p>\n\n\n\n\u003cp>The station agent said eventually they turned the vending machine’s ticket dispensing capability off “so passengers wouldn’t get cheated out of their money.” Those problems persisted for months until an update by Cubic on Aug. 3 solved the problem, the station agent said, but “These software issues never should have taken this long to be fixed.”\u003c/p>\n\n\n\n\u003cp>While problems persisted, transit agencies lost money. Caltrain estimated in a March 5 email to MTC staff that from Clipper 2.0’s launch through Jan. 31, it lost $70,000 because fare inspection devices had failed. \u003c/p>\n\n\n\n\u003cp>On March 18, the MTC’s Davol told transit agency staff in an email that Cubic had identified around 125,000 card taps — when a rider pays for their trip using a Clipper card — that had not been priced, meaning the fares had not been deducted from customer accounts or settled with operators. Five days later, he said Cubic had suspended processing those taps because customers were being charged for trips that pre-existing passes should have otherwise covered, and that Cubic was reporting new instances of unpriced taps. By March, BART projected $33,000 in lost revenue because station agents had to give out free rides.\u003c/p>\n\n\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr />\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/iZooa/2/\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\n\n\u003cp>Other errors included failing to update fare tables on New Year’s Day and charging some customers a local fare for express routes.\u003c/p>\n\n\n\n\u003cp>“In this fiscal environment, Caltrain cannot afford to continue to [go] down this path,” Bruce Thompson, manager of fare program operations at Caltrain, wrote in one email to MTC staff, citing the agency’s forecasted $75 million annual budget \u003ca href=\"https://www.caltrain.com/caltrain-budget-deficit\">deficit\u003c/a>. \u003c/p>\n\n\n\n\u003cp>The Super Bowl and World Cup did indeed bring \u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\">record-setting\u003c/a> ridership to \u003ca href=\"https://www.caltrain.com/news/ridership-records-broken-fifa-world-cup-stadium-opener\">Caltrain\u003c/a>, \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260615-0\">BART\u003c/a> and the \u003ca href=\"https://www.kqed.org/news/12091975/vtas-record-breaking-world-cup-ridership-nets-just-around-1-per-trip\">Santa Clara Valley Transportation Authority\u003c/a>. But the ongoing issues with Clipper 2.0 forced the agencies to delay introducing new promotions and led some to promote other fare payment platforms, such as the Token Transit app, instead. \u003c/p>\n\n\n\n\u003cp> “There’s no question that it hasn’t been a good rollout, and it hasn’t served our customers well,” Caltrain Executive Director Michelle Bouchard told KQED in June. \u003c/p>\n\n\n\n\u003cp>Between Dec. 10, 2025 and Aug. 10, 2026, Cubic logged 20 major incidents with the system, defined as an outage affecting things like card readers, or the Clipper website or app for more than an hour. The average length of the outages was approximately five hours. Of those 20 incidents, 19 were related to Cubic-managed systems, while one was related to a regional Microsoft outage, Long said.\u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg\" alt=\"\" class=\"wp-image-12096260\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260729-ClipperInvestigation-NG-38_qed-Edit-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Caltrain rider uses a Clipper card machine at the Palo Alto Caltrain station on July 29, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>None of those outages affected riders’ ability to take transit if their Clipper card already had value on it, or if they could pay with a bank card, Long said, but she added that the outages did have “customer-facing impacts.”\u003c/p>\n\n\n\n\u003cp>The last major outage was on June 10. \u003c/p>\n\n\n\n\u003cp>Long said the MTC is still evaluating the total financial impact of Clipper 2.0 to transit operators. In June, the Clipper Executive Board tacked on \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6584/3c_Clipper_Two_Year_Budget.pdf?cb=a83f1316\">another $11 million\u003c/a> to its fiscal year 2026-27 budget for costs related to Clipper 2.0 delays, including $3.4 million to keep the previous version of Clipper operational for up to nine more months and an additional $7.6 million for increased customer service center staffing. \u003c/p>\n\n\n\n\u003cp>This came shortly after Cubic blew through a self-imposed May 30 deadline to resolve all critical issues and begin upgrading accounts to Clipper 2.0 en masse.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">Learning from mistakes\u003c/h2>\n\n\n\n\u003cp>For Adina Levin, the executive director of the Bay Area transit advocacy nonprofit Seamless Bay Area, the problems with Clipper 2.0’s delivery are representative of broader issues when government agencies are in charge of overseeing large-scale technology projects. \u003c/p>\n\n\n\n\u003cp>“ What is needed is a learning process on what are the attributes of a well-managed technology project, and so what needs to be put in place to do things differently,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin said the MTC needs to be more involved in the technical planning of systems like Clipper 2.0 in order for them to be successful. \u003c/p>\n\n\n\u003cdiv class=\"wp-block-image\">\n\u003cfigure class=\"aligncenter size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg\" alt=\"\" class=\"wp-image-12096280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260807-ClipperInvestigationPortraits-01-BL-1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Adina Levin sits at the Menlo Park Caltrain station on Aug. 7, 2026. (Beth LaBerge/KQED)\u003c/figcaption>\u003c/figure>\n\u003c/div>\n\n\n\u003cp>“What is the network environment of this project, and is the system designed to work in this network? What is the testing plan to work in the network? The customer needs to be able to understand that in order to be able to manage it,” Levin said. \u003c/p>\n\n\n\n\u003cp>Levin suggested that for future projects, MTC could structure the contract with smaller components that could allow for more “competitive choices,” as Cubic being the single bidder meant there was no competition or alternatives to choose from. \u003c/p>\n\n\n\n\u003cp>As contract manager, Fremier said the MTC’s job “is to make sure that Cubic produces the system that they bid on and that we specified in the contract.”\u003c/p>\n\n\n\n\u003cp>But he said so much of the work is done behind the scenes by programmers and people with technical expertise that there wasn’t much more the MTC could do to improve delivery of the system.\u003c/p>\n\n\n\n\n\n\u003cp>“ That’s not what we have on staff. We aren’t programmers. That’s a place that most owners, including us, do not have that expertise,” Fremier said. “That’s why you hire a professional contractor to do that.” \u003c/p>\n\n\n\n\u003cp>For Fremier, one takeaway is that the complexity of the Bay Area’s fare payment system contributed to issues rolling out the system. \u003c/p>\n\n\n\n\u003cp>Some agencies like Caltrain and BART charge riders based on how far they ride, while others like MUNI and AC Transit charge a flat fee. Long said agencies’ inspection devices and ticket vending machines all rely on different underlying software which must interact with Clipper 2.0. Even the discount offered to senior or youth riders varies between agencies, Long said. \u003c/p>\n\n\n\n\u003cp>“ We’ve all learned lessons about what we might be able to do better, including maybe down the road simplifying some of the connectivity challenges that we have with all the different systems,” Fremier said. \u003c/p>\n\n\n\n\u003cp>Fremier said he’s confident that over the course of the summer and into the fall, the MTC will be able to shut down the old version of Clipper and manage the entire system on Clipper 2.0.\u003c/p>\n\n\n\n\u003cp>Once that is done, it may be time to start on Clipper 3.0.\u003c/p>\n\n\n\n\u003cp>“ These contracts take several years to procure and several years to build, which is multiple years in the making, which means we need to almost get started now on trying to figure out what that next generation might be,” he said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-budget-crew-sets-eyes-on-flood-prone-highway-37",
"title": "California Budget Crew Sets Eyes on Flood-Prone Highway 37",
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"headTitle": "California Budget Crew Sets Eyes on Flood-Prone Highway 37 | KQED",
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"content": "\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n\n\n\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n\n\n\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n\n\n\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. (William Thein/U.S. Geological Survey)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n\n\n\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n\n\n\n\n\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n\n\n\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n\n\n\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n\n\n\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n\n\n\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n\n\n\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025. (David M. Barreda/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n\n\n\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n\n\n\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n\n\n\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n",
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"\n\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n",
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"\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n",
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"\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\"/>\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n",
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"\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n",
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"\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n",
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"\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n",
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"\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n",
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"\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. \u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\"/>\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. \u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n",
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"\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n",
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"\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n",
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"\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n",
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"\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n",
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"\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n",
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"\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n",
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"\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n"
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"innerHTML": "\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n",
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"\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n",
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"\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025.\u003c/figcaption>\u003c/figure>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\"/>\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n",
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"\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n",
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"\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n",
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"\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n",
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"\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n"
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"excerpt": "The California Transportation Commission decides Friday on construction funding for the corridor’s worst bottleneck.",
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"title": "California Budget Crew Sets Eyes on Flood-Prone Highway 37 | KQED",
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"headline": "California Budget Crew Sets Eyes on Flood-Prone Highway 37",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Transportation Commission will vote Friday on a $95 million funding bid that would launch the long-delayed overhaul of Highway 37, the flood-prone route linking Marin, Sonoma, Napa and Solano \u003ca href=\"https://www.kqed.org/news/tag/northern-california\">counties\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Rep. Mike Thompson, who has directed federal money to the corridor, said the road’s problems have been deferred for decades. Thompson noted that officials had installed traffic barriers known as K-rails years ago to divide the two directions of traffic because a real fix was too expensive at the time. Now, the road is not only inadequate and unsafe but is \u003ca href=\"https://www.kqed.org/science/1940162/north-bays-highway-37-is-going-to-be-a-serious-climate-mess\">going underwater\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Highway 37 runs close to sea level across the San Pablo Baylands and already faces regular storm closures and permanent flooding risks as the bay rises. Caltrans says the work would be built to hold up against sea level rise projected through 2050.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg\" alt=\"\" class=\"wp-image-12096033\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/081926-Highway37-02-MC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Cars drive down Highway 37 in Sonoma County on Aug. 19, 2026. More than twice the share on other Bay Area roads, 85% of people who use Highway 37 to get to work earn below the region’s median wage, according to figures from the California Alliance for Jobs. (Miles Cull/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Marin County Supervisor Stephanie Moulton-Peters and other supporters of the reconstruction vision gathered Wednesday at a nearby ranch, urging commissioners to approve the funding as traffic tops 40,000 vehicles daily and commute delays stretch past 90 minutes.\u003c/p>\n\n\n\n\u003cp>“The responsible thing to do is build for the future instead of having this conversation again and again when the need is so urgent,” said Moulton-Peters, a member of the regional policy committee for the corridor. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Dan Reding, a union official representing Caltrans workers who maintain the road, said improvements have been discussed for decades. “We’ve been talking about this Fix 37 [project] for well over 30 years,” he said. “It’s time that we make a change.”\u003c/p>\n\n\n\n\u003cp>The money sits in two separate budgetary items. One \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/108-2-5d5-a11y.pdf\">allocates\u003c/a> $32.35 million to rebuild the intersection at Sears Point where Highway 37 meets Highway 121; extend the eastbound merge lane by about a mile; and replace pavement, barriers and lighting. The \u003ca href=\"https://catc.ca.gov/-/media/ctc-media/documents/ctc-meetings/2026/2026-08/130-2-5c10-a11y.pdf\">other\u003c/a> allocates $62.79 million toward the first phase of the larger Sears Point to Mare Island project, which includes replacing the Tolay Creek Bridge with a longer, wider and higher span. Caltrans plans to advertise the combined contract in September and start work in May.\u003c/p>\n\n\n\n\u003cp>Joshua Arce, executive director of the California Alliance for Jobs, said the work is also an equity issue. He told KQED that 85% of people who use Highway 37 to get to work earn below the region’s median wage, while on other Bay Area roads that share is less than 40%. Backers estimate the construction would support as many as 5,000 jobs in Solano County, a region that has the Bay Area’s highest unemployment rate among the nine San Francisco Bay Area Counties.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg\" alt=\"\" class=\"wp-image-12096071\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-160x100.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/salt-marsh-harvest-mouse-1536x964.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The endangered salt-marsh harvest mouse is typically about 3 inches long, weighs 1/2 ounce or less, and its tail can be longer than its body. Protections for the rodent were eased in a California bill to benefit a highway project. (William Thein/U.S. Geological Survey)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The state has been inching toward this point for years. \u003ca href=\"https://dot.ca.gov/caltrans-near-me/district-4/d4-projects/d4-37-corridor-projects/37-projects/1q761-sears-point-mare-island-improvement-project\">Caltrans\u003c/a> programmed the Sears Point intersection work in 2022, but the funding lapsed in 2025 and had to be reprogrammed. \u003c/p>\n\n\n\n\u003cp>An updated July estimate pushed costs 54% higher after engineers discovered bay mud required them to swap standard sheet walls for complex, pile-supported retaining walls and extensive groundwater treatment. The department also asked for three more years to finish.\u003c/p>\n\n\n\n\u003cp>Gov. Gavin Newsom helped to grease the wheels last October when he signed a bill that \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB697\">eased protections\u003c/a> for three species of bird and the salt-marsh harvest mouse, all inhabitants of the marsh beside the highway. \u003c/p>\n\n\n\n\n\n\u003cp>The new law lets state wildlife regulators permit a limited number of deaths of the mouse, the California Ridgway’s rail, the California black rail and the white-tailed kite, provided Caltrans restores habitat in return. \u003c/p>\n\n\n\n\u003cp>Supporters of the roadwork plans said the preexisting restrictions would have limited construction to roughly three months out of a year. \u003c/p>\n\n\n\n\u003cp>Some environmental and transit groups are in the meantime fighting the plan to widen Highway 37. In a 2024 \u003ca href=\"https://transformca.org/wp-content/uploads/2024/09/Sign-on-Letter_-Oppose-Backdoor-Streamlining-for-HW-37.pdf\">letter\u003c/a> to state Senate leadership, two dozen organizations warned that changes to wildlife protections would invite other highway expansions to seek similar exemptions. \u003c/p>\n\n\n\n\u003cp>Advocates at the nonprofit TransForm, which was the lead signatory of the 2024 letter, are not opposing Friday’s item.\u003c/p>\n\n\n\n\u003cp>TransForm policy director Zack Deutsch-Gross told KQED it is staying neutral on the Tolay Creek bridge replacement while continuing to fight the added lanes planned for later phases. \u003c/p>\n\n\n\n\u003cp>“Spending money on expanding a highway that already floods regularly is a waste of taxpayer money and time,” he said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg\" alt=\"\" class=\"wp-image-12069962\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/20250114_Mare-Island_DMB_00333_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A kayaker floats down the Napa River past the Navy Yard of Mare Island in the city of Vallejo on Jan. 14, 2025. (David M. Barreda/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Deutsch-Gross said more lanes won’t relieve congestion long-term, and any elevation gained in this phase is minimal and doesn’t address sea level rise. He also argued that construction of the causeway would mean tearing out the interim work entirely. \u003c/p>\n\n\n\n\u003cp>“We should be advancing truly equitable solutions like affordable housing near jobs and reliable transit service so people don’t have to pay over $12,000 a year in car upkeep and maintenance,” Deutsch-Gross said.\u003c/p>\n\n\n\n\u003cp>Friday’s vote covers phase one. Later phases would widen the highway to four lanes between Sears Point and Mare Island, adding a carpool lane in each direction and bringing bus service to a corridor that has none. Caltrans describes the project as including marsh restoration and nature-based shoreline protection.\u003c/p>\n\n\n\n\u003cp>Solano County Supervisor Cassandra James, whose district includes where the highway enters the county, said commuters absorb the cost daily. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Every single day, thousands of working families across our region are paying a hidden tax,” she said. Nearly one in four Solano residents commute out of the county for work, she said, and for many, the highway is the only route.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "oakland-speed-cameras-show-promise-more-than-half-of-tickets-go-to-non-residents",
"title": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents",
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"headTitle": "Oakland Speed Cameras Show Promise, More Than Half of Tickets Go to Nonresidents | KQED",
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"content": "\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n",
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"\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\"/>\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n",
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"innerHTML": "\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n",
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"\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n"
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"innerHTML": "\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n",
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"innerHTML": "\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n",
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"\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n",
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"\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n",
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"excerpt": "Oakland reports significant drops in speeding, as automated cameras issued nearly 200,000 citations over a four-month period.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Automated speed cameras in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> are causing a dramatic drop in speeding, according to new data released Thursday by the city’s Department of Transportation. \u003c/p>\n\n\n\n\u003cp>Cameras issued nearly 200,000 citations — and more than half were mailed to an address outside of Oakland — the six-month progress report on the program revealed.\u003c/p>\n\n\n\n\u003cp>The report finds that the number of vehicles traveling 11 miles per hour or more over the speed limit dropped by an average of 70% across all 18 camera locations — which fall in the city’s high injury network — compared to speed data collected before the cameras were installed. \u003c/p>\n\n\n\n\u003cp>The greatest drop in speeding drivers was at Seventh Street between Adeline and Linden streets, which saw a reduction of 91%, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2295\" height=\"1631\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg\" alt=\"\" class=\"wp-image-12096025\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED.jpg 2295w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2000x1421.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-160x114.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-1536x1092.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260819-Oak-Speed-Cameras-01-KQED-2048x1455.jpg 2048w\" sizes=\"auto, (max-width: 2295px) 100vw, 2295px\">\u003cfigcaption class=\"wp-element-caption\">Screenshot of data from Oakland’s Department of Transportation for the 18 speed camera locations in the city. (Oakland Department of Transportation)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp> ”In a pretty short amount of time, those were very positive results,” said Josh Rowan, director of Oakland’s Department of Transportation.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland’s speed cameras began a two-month $0 warning period on Jan. 14, and began issuing citations on March 15. The cameras are the result of a \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202320240ab645\">2023 state law\u003c/a> that authorized Oakland and five other cities — including San Francisco, San Jose, Long Beach, Los Angeles and Glendale — to pilot the speed enforcement technology for a five-year period. \u003c/p>\n\n\n\n\u003cp>For more than two decades, speeding has been involved in approximately \u003ca href=\"https://www.nhtsa.gov/risky-driving/speeding\">one-third\u003c/a> of all motor vehicle fatalities nationwide, according to the National Highway Traffic Safety Administration. In March, San Francisco \u003ca href=\"https://www.sfmta.com/blog/one-year-speeding-down-79-speed-safety-camera-locations\">reported \u003c/a>an 80% drop in speeding at camera locations after one year of enforcement. \u003c/p>\n\n\n\n\u003cp>During the first four months of issuing citations, Oakland’s cameras have generated well more than double the amount that San Francisco did in its first four months, according to data on San Francisco’s citations \u003ca href=\"https://www.sfchronicle.com/sf/article/speeding-trend-cameras-22229083.php?utm_campaign=trueanthem%2B3988&utm_medium=social&utm_source=facebook&fbclid=IwY2xjawTy7YFwZG9mBWV4dG4DYWVtAjExAGJyaWQRMVViZzREOE5qekg1U3JEMVJzcnRjBmFwcF9pZBAyMjIwMzkxNzg4MjAwODkyAAEeiRQLCkbO4VFuua0b2pxwx7R0xuuebuuhuQmjPUaUSEfjkyK8RuqpwMSd_p4_aem_zozoz2yB246vvz8dcFBuuA\">analyzed\u003c/a> by the San Francisco Chronicle.\u003c/p>\n\n\n\n\n\n\u003cp>Rowan said part of the reason for that is that many of Oakland’s streets are built in a way that encourages speeding.\u003c/p>\n\n\n\n\u003cp>“ In Oakland we have a lot of local streets that are built to highway standards. They’re wide, straight and fast,” he added.\u003c/p>\n\n\n\n\u003cp>Rowan’s theory is that Oakland is a “through” city: “that people use to get from point a to point b.” So his discovery that a majority of speeders have a registered address outside Oakland was an “aha” moment for him.\u003c/p>\n\n\n\n\u003cp>“My intuitive feeling has been that not all of our problems are us doing this to ourselves,” Rowan said. “Those not from Oakland, please don’t speed when you’re here.” \u003c/p>\n\n\n\n\u003cp>Speeders are the vast minority of all drivers in the city, according to Oakland’s progress report. Across all camera locations combined, violations were issued to approximately 1.5% of all vehicles that passed by each camera, meaning most drivers were traveling close to the speed limit, the report noted.\u003c/p>\n\n\n\n\u003cp>Rowan said speed cameras are proving to be a valuable tool in the short term, but the technology is also pushing the city to have conversations about redesigning Oakland’s streets to be safer in the long term. He mulled over the prospect of a long-term roundabout installation program to “really get into the type of safety projects that start making a real change over time.” \u003c/p>\n\n\n\n\u003cp>Under California law, automated speeding cameras issue $50 citations to anyone traveling 11 miles per hour or more over the speed limit, and the fine increases based on speed, with a maximum fine of $500 for a driver traveling more than 100 miles per hour over the speed limit. Under the law, the citations issued by the cameras are considered civil penalties and can’t be used against a driver to revoke or suspend their license. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“Ideally, if this is successful, we make no money off of it because now everyone’s complying with speed limit laws,” Rowan said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n",
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"innerHTML": "\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n",
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"\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n",
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"innerHTML": "\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n",
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"\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n",
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"\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n",
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"\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n",
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"innerHTML": "\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n",
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"innerHTML": "\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n",
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"\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n",
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"\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n"
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"excerpt": "Demanding a court injunction, opponents of the proposed November ballot initiative say it is biased and undercounts what the tax will generate. ",
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"title": "Bay Area Group Files Lawsuit Against Transit Funding Measure, Says It’s ‘Deceptive’ | KQED",
"description": "Demanding a court injunction, opponents of the proposed November ballot initiative say it is biased and undercounts what the tax will generate. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ten Bay Area voters called on a judge Monday to change the ballot language of a proposed regional sales tax \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">measure\u003c/a> that transit advocates say is critical to avoid deep service cuts.\u003c/p>\n\n\n\n\u003cp>The challengers filed the petition in Santa Clara County Superior Court, contending that the ballot question about to be printed in five Bay Area counties this November is deceptive and biased in favor of a yes vote, violating election laws.\u003c/p>\n\n\n\n\u003cp>“We want it to be an unbiased statement of what’s going to happen,” said co-petitioner Gregg Dieguez, who is president of the Committee for Affordable Bay Area Transit, a group \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">opposed to the regional sales tax measure\u003c/a>. \u003c/p>\n\n\n\n\u003cp>Dieguez said in an interview that he and the other named petitioners are all “ concerned citizens who have longstanding complaints about the amount of money being wasted on traditional transit.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg\" alt=\"\" class=\"wp-image-12051374\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-002_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">A BART car approaches the platform at Daly City Station in Daly City, on Dec. 4, 2024. (Juliana Yamada/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The ballot question, as approved last month by a governing body known as the Public Transit Revenue Measure District, and made up of the Metropolitan Transportation Commission board of directors, is as follows:\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“To prevent major service cuts to BART and other transit, avoid increased traffic, and reduce pollution by: Preserving BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit for everyone, including workers, students, seniors, persons with disabilities; Supporting transit safety, cleanliness, affordability, reliability; Repairing targeted roads/potholes; Requiring financial transparency, oversight, accountability; shall the measure enacting a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties), and 1% (San Francisco) sales tax for 14 years generating approximately $980,000,000 annually, be adopted?”\u003c/p>\n\n\n\n\u003cp>Taking a fine-tooth comb to that wording, the challengers want to hit the delete button on references to service cuts and preservation, among other issues.\u003c/p>\n\n\n\n\u003cp>For Dieguez and his co-petitioners, these details matter. \u003c/p>\n\n\n\n\u003cp>“ Preserving BART implies that it’s at risk in some way, whereas funding it implies what it is, giving it more money to continue to operate,” Dieguez said. \u003c/p>\n\n\n\n\n\n\u003cp>Major Bay Area transit agencies are facing steep budget deficits due to ongoing drops in revenue and ridership related to the COVID-19 pandemic, and are warning of drastic service cuts without passage of the regional measure known as the Connect Bay Area Act. The act would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, as well as a 1-cent sales tax in San Francisco, for 14 years, generating an estimated $980 million annually, according to Metropolitan Transportation Commission figures. \u003c/p>\n\n\n\n\u003cp>But Dieguez and the Committee for Affordable Bay Area Transit dispute that the agencies would fail without the additional tax revenue. The committee argues that transit operators could utilize existing capital funds to cover operating costs, reduce overtime pay or evaluate contracts with labor unions. \u003c/p>\n\n\n\n\u003cp>Jeff Cretan, spokesperson for the Connect Bay Area campaign, previously told KQED the committee’s claims were “not based in reality.”\u003c/p>\n\n\n\n\u003cp>“Our focus right now is explaining to voters that, if we don’t pass this measure, there will be catastrophic cuts to public transit that will hurt communities in all five counties,” Cretan told KQED on Monday. \u003c/p>\n\n\n\n\u003cp>Rebecca Long, director of legislation and public affairs at MTC, said the district is preparing its response.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" class=\"wp-image-12083263\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. (Gustavo Hernandez/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Both documents were prepared in accordance with California election law, and the District will defend them on the schedule the court sets. As this is a pending legal matter, the District has no further comment,” Long told KQED in an email. \u003c/p>\n\n\n\n\u003cp>Filed by attorney Jason Bezis of Lafayette, the petition also disputes the amount of money the sales tax would generate, arguing the MTC determined in September 2025 that it would generate about $200,000,000 more annually than currently disclosed. It wants the amount listed on the ballot changed. \u003c/p>\n\n\n\n\u003cp>The petition calls for the question to be trimmed down and amended significantly. If the opposition campaign were to have its way, it would look like this:\u003c/p>\n\n\n\n\u003cp>\u003cem>“\u003c/em>Shall the measure imposing a 0.5% (Alameda, Contra Costa, San Mateo, Santa Clara counties) and 1% (San Francisco) sales and use tax for 14 years generating approximately $1,200,000,000 annually; Funding BART, Caltrain, VTA, SamTrans, AC Transit, Muni, other transit; Supporting transit safety, cleanliness; Repaving transit-serving roads; Requiring financial transparency; be adopted?”\u003c/p>\n\n\n\n\u003cp>The petition quotes Santa Clara County Registrar of Voters Matt Moreles as having said that the petition should be resolved by Aug. 28, “so the Registrar of Voters can meet necessary election deadlines.”\u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Editor’s note: A previous version of the story incorrectly stated that the petition aimed to block the measure, and misstated the difference between the sales tax revenue estimated in the ballot initiative language and the revenue petitioners said the measure would generate. The story has been corrected.\u003c/em>\u003cbr>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "carquinez-bridge-closure-update-weekend-i-80-westbound-alfred-zampa-memorial-bridge-crockett-vallejo-detours-august-21-24",
"title": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge",
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"headTitle": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge | KQED",
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"content": "\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n\n\n\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n\n\n\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n\n\n\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1888\" height=\"1170\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"auto, (max-width: 1888px) 100vw, 1888px\">\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett. (Google Streetview)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n\n\n\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n\n\n\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n\n\n\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n\n\n\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Sonoma Boulevard\u003c/li>\n\n\n\n\u003cli>Sequoia Avenue\u003c/li>\n\n\n\n\u003cli>Magazine Street\u003c/li>\n\n\n\n\u003cli>Lincoln Road West\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n\n\n\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n\n\n\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1858\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"auto, (max-width: 1858px) 100vw, 1858px\">\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n\n\n\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n\n\n\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n\n\n\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1999\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n\n\n\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n\n\n\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n\n\n\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n\n\n\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n\n\n\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n\n\n\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n\n",
"blocks": [
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"innerHTML": "\n\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n"
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"Jump straight to: What detour should I use during the full closure later this month?"
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"innerHTML": "\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n",
"innerContent": [
"\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n"
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{
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"innerHTML": "\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n",
"innerContent": [
"\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n",
"innerContent": [
"\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "What parts of the Carquinez Bridge will be closed this weekend?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n"
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"innerHTML": "\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n"
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"innerHTML": "\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n",
"innerContent": [
"\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n"
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{
"blockName": "core/image",
"attrs": {
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\"/>\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n",
"innerContent": [
"\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n"
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{
"blockName": "core/heading",
"attrs": {
"text": "When will the Carquinez Bridge be closed?",
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"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n"
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{
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"innerHTML": "\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n",
"innerContent": [
"\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n"
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{
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"innerHTML": "\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n",
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"\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n"
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"innerHTML": "\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n",
"innerContent": [
"\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n"
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n"
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"innerHTML": "\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n",
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"\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n"
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"Sonoma Boulevard",
"Sequoia Avenue",
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null,
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null,
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"innerHTML": "\n\u003cli>Sonoma Boulevard\u003c/li>\n",
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"\n\u003cli>Sonoma Boulevard\u003c/li>\n"
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"innerHTML": "\n\u003cli>Sequoia Avenue\u003c/li>\n",
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"innerHTML": "\n\u003cli>Magazine Street\u003c/li>\n",
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"\n\u003cli>Magazine Street\u003c/li>\n"
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{
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"innerHTML": "\n\u003cli>Lincoln Road West\u003c/li>\n",
"innerContent": [
"\n\u003cli>Lincoln Road West\u003c/li>\n"
]
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]
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n",
"innerContent": [
"\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n"
],
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{
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"innerHTML": "\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n"
],
"innerBlocks": []
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{
"blockName": "core/heading",
"attrs": {
"text": "What alternative routes are recommended during the Carquinez Bridge closures?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n",
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"\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n"
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{
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"innerHTML": "\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n",
"innerContent": [
"\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n"
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"Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680",
"Stay on I-680 to cross the Benicia-Martinez Bridge",
"Take exit 53 onto westbound State Route 4 to Hercules;",
"Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge"
],
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"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\u003c/ul>\n",
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"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerHTML": "\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n"
]
}
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{
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"id": 12095532,
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n"
],
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{
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"innerHTML": "\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n",
"innerContent": [
"\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n"
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"At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge",
"Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge",
"Take exit 53 onto westbound State Route 4 to Hercules",
"Then, take exit 1B to switch back to westbound I-80 toward San Francisco"
],
"ordered": false,
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},
"innerHTML": "\n\u003cul class=\"wp-block-list\">\n\n\n\n\n\n\u003c/ul>\n",
"innerContent": [
"\n\u003cul class=\"wp-block-list\">",
null,
"\n\n",
null,
"\n\n",
null,
"\n\n",
null,
"\u003c/ul>\n"
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"innerBlocks": [
{
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"innerHTML": "\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n",
"innerContent": [
"\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n",
"innerContent": [
"\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n"
]
},
{
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"attrs": [],
"innerBlocks": [],
"innerHTML": "\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n",
"innerContent": [
"\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n"
]
}
]
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{
"blockName": "core/image",
"attrs": {
"id": 12095531,
"sizeSlug": "full",
"linkDestination": "none",
"imageCredit": "Courtesy of Caltrans",
"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
"alt": ""
},
"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\"/>\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure.\u003c/figcaption>\u003c/figure>\n"
],
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{
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"innerHTML": "\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n"
],
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},
{
"blockName": "core/heading",
"attrs": {
"text": "What public transit options are available during the Carquinez Bridge closures?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "San Francisco Bay Ferry"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
},
"innerHTML": "\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n",
"innerContent": [
"\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/image",
"attrs": {
"id": 12095015,
"sizeSlug": "full",
"linkDestination": "none",
"imageCredit": "Nina Glick/KQED",
"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
"alt": ""
},
"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"level": 3,
"text": "SolTrans bus service"
},
"innerHTML": "\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n",
"innerContent": [
"\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n",
"innerContent": [
"\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n",
"innerContent": [
"\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n"
],
"innerBlocks": []
},
{
"blockName": "core/heading",
"attrs": {
"text": "Why can’t this work on the Carquinez Bridge be done at night?",
"level": 2
},
"innerHTML": "\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n",
"innerContent": [
"\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n"
],
"innerBlocks": []
},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n",
"innerContent": [
"\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n",
"innerContent": [
"\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
"dropCap": false
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"innerHTML": "\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n",
"innerContent": [
"\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n"
],
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},
{
"blockName": "core/image",
"attrs": {
"id": 12095014,
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"srcset": "https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w",
"sizes": "(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)",
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n",
"innerContent": [
"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\"/>\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026.\u003c/figcaption>\u003c/figure>\n"
],
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},
{
"blockName": "core/paragraph",
"attrs": {
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"innerHTML": "\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n",
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"\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n",
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"\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n"
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"excerpt": "The westbound span of the Carquinez Bridge, known as the Alfred Zampa Memorial Bridge, will fully close to traffic this weekend. Read more about your driving options.",
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"title": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge | KQED",
"description": "The westbound span of the Carquinez Bridge, known as the Alfred Zampa Memorial Bridge, will fully close to traffic this weekend. Read more about your driving options.",
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"headline": "I-80 Weekend Closure: What to Know About August Travel Over the Carquinez Bridge",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Carquinez Bridge, which connects Vallejo in \u003ca href=\"https://www.kqed.org/news/tag/solano-county\">Solano County\u003c/a> to Crockett in \u003ca href=\"https://www.kqed.org/news/tag/contra-costa-county\">Contra Costa County\u003c/a> via Interstate 80, is scheduled for a major weekend closure for maintenance work this weekend.\u003c/p>\n\n\n\n\u003cp>Caltrans told KQED that it’s investing approximately $1.4 million into rehabilitating the suspension bridge that carries traffic along westbound I-80 — also known as the Alfred Zampa Memorial Bridge — in the direction of Crockett.\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#alternative-routes\">What detour should I use during the full closure later this month?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>The big thing to know: Over the weekend of Aug. 21-24, westbound I-80 over the bridge will be completely closed to all traffic. \u003c/p>\n\n\n\n\u003cp>This closure will impact anyone hoping to travel between the East Bay and places like Napa, Sonoma, Sacramento and the Lake Tahoe region this weekend, as well as weekend commuters. Hundreds of thousands of vehicles \u003ca href=\"https://mtc.ca.gov/tools-resources/data-tools/monthly-transportation-statistics\">cross\u003c/a> the Carquinez Bridge each day, making it one of the Bay Area’s key traffic connectors.\u003c/p>\n\n\n\n\u003cp>Keep reading to learn more about this upcoming closure, what options you have for detours while maintenance work gets underway, expanded ferry service this weekend and why this work is being done now.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>What parts of the Carquinez Bridge will be closed this weekend?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>The Carquinez Bridge is made up of two separate bridges: a cantilever bridge carrying traffic north to Vallejo on eastbound I-80 and the suspension bridge going south to Crockett (westbound I-80), known as the Alfred Zampa Memorial Bridge.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It’s important to clarify that this planned maintenance work will only impact the Alfred Zampa Memorial Bridge — one of the two spans that more resembles the Golden Gate Bridge — on I-80 west. Traffic coming from Contra Costa County going north to Vallejo on 1-80 east will not be affected by either closure. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1888\" height=\"1170\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png\" alt=\"\" class=\"wp-image-11704845\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM.png 1888w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-160x99.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-800x496.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1020x632.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/11/Screen-Shot-2018-11-07-at-9.46.02-PM-1200x744.png 1200w\" sizes=\"auto, (max-width: 1888px) 100vw, 1888px\">\u003cfigcaption class=\"wp-element-caption\">The view of San Pablo Bay from the Alfred Zampa Memorial Bridge, on Interstate 80 between Vallejo and Crockett. (Google Streetview)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>But during the full bridge closure later this weekend, any drivers trying to drive \u003cem>into \u003c/em>the East Bay along I-80 from places like Napa, Sonoma, Fairfield, Vacaville or Sacramento — or returning home from the Sierra Nevada — should plan to take a detour (more below).\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>When will the Carquinez Bridge be closed?\u003c/strong>\u003c/h2>\n\n\n\n\u003cp>On Friday, Aug. 21 at 10 p.m., Caltrans plans to completely close westbound I-80 on the Carquinez Bridge — for the entire weekend. \u003c/p>\n\n\n\n\u003cp>The bridge will reopen on Monday, Aug. 24 at 3 a.m. \u003c/p>\n\n\n\n\u003cp>During the 53-hour closure, no traffic will be able to move through the bridge, including pedestrians and cyclists.\u003c/p>\n\n\n\n\u003cp>These closures are necessary to make sure the bridge gets the maintenance it needs, said Sabrina Martinez, Caltrans’ public information officer for Solano County. “The asphalt that’s on it right now is good for 20 years, and we’re reaching that age,” she said. “It’s showing signs of wear and tear. This is a preventative work that we’re doing.” \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg\" alt=\"\" class=\"wp-image-12095017\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-35-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Crockett on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Remember: You’ll still be able to use the other span of the Carquinez Bridge to take eastbound I-80 in the direction of Sacramento while the Alfred Zampa Memorial Bridge is closed.\u003c/p>\n\n\n\n\u003cp>On the Vallejo side approaching the bridge, Caltrans will also block off the northern segment of westbound I-80 that weekend, going all the way back to \u003ca href=\"https://www.cahighways.org/ROUTE780.html\">I-780\u003c/a>. The westbound I-80 on-ramps in Vallejo on the following streets will be closed off during this maintenance work:\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Sonoma Boulevard\u003c/li>\n\n\n\n\u003cli>Sequoia Avenue\u003c/li>\n\n\n\n\u003cli>Magazine Street\u003c/li>\n\n\n\n\u003cli>Lincoln Road West\u003c/li>\n\u003c/ul>\n\n\n\n\u003cp>“Caltrans maintenance will take advantage of the closure and go on the [I-80] freeway and do any maintenance work that they have scheduled,” Martinez said.\u003c/p>\n\n\n\n\u003cp>The earlier maintenance work on the Carquinez Bridge that was scheduled for this weekend — but has now been cancelled — would have seen Caltrans crews testing out the new kind of asphalt that will be used to repave the entire bridge Aug. 21-24. However, that initial work was “deemed not necessary,” Martinez said.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\" id=\"alternative-routes\">What alternative routes are recommended during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003cp>\u003cstrong>Regional detour, for drivers coming back to the Bay Area on westbound I-80 from Sacramento or Tahoe:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>Take I-80 exit 40 (it’s just after Scandia Golfland) to merge onto I-680\u003c/li>\n\n\n\n\u003cli>Stay on I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules;\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 now you’re on the other side of the (closed) Carquinez Bridge\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1858\" height=\"2560\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg\" alt=\"\" class=\"wp-image-12095532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-scaled.jpg 1858w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-160x220.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1115x1536.jpg 1115w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Regional-closure-Carquinez-detour-1487x2048.jpg 1487w\" sizes=\"auto, (max-width: 1858px) 100vw, 1858px\">\u003cfigcaption class=\"wp-element-caption\">The recommended regional detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>\u003cstrong>Local detour, for Solano County drivers on westbound I-80:\u003c/strong>\u003c/p>\n\n\n\n\u003cul class=\"wp-block-list\">\n\u003cli>At exit 30A signposted Benicia/Martinez, take the eastbound I-780 toward the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Stay in the left lane on I-780 and merge onto southbound I-680 to cross the Benicia-Martinez Bridge\u003c/li>\n\n\n\n\u003cli>Take exit 53 onto westbound State Route 4 to Hercules\u003c/li>\n\n\n\n\u003cli>Then, take exit 1B to switch back to westbound I-80 toward San Francisco\u003c/li>\n\u003c/ul>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1444\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg\" alt=\"\" class=\"wp-image-12095531\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/Local-closure-Carquinez-detour-1536x1109.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The recommended local detour for drivers trying to cross the Carquinez Bridge during this weekend’s closure. (Courtesy of Caltrans)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Another option that could be more practical for drivers heading to San Francisco itself is to take State Route 37 to Novato and transfer to Highway 101 to cross the Golden Gate Bridge.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">What public transit options are available during the Carquinez Bridge closures?\u003c/h2>\n\n\n\n\u003ch3 class=\"wp-block-heading\">San Francisco Bay Ferry\u003c/h3>\n\n\n\n\u003cp>Caltrans is encouraging commuters in the Vallejo area to consider taking the \u003ca href=\"https://sanfranciscobayferry.com/routes-schedules/vallejo/\">Vallejo-San Francisco ferry\u003c/a> during the full Aug. 21-24 closure — and San Francisco Bay Ferry has announced an expansion in that weekend’s service to accommodate these riders.\u003c/p>\n\n\n\n\u003cp>According to the agency, 21 ferry trips between Vallejo and San Francisco’s Ferry Building will now be running on both Saturday, Aug. 22 and Sunday, Aug. 23 — up from the 16 daily trips that usually run on a weekend. \u003c/p>\n\n\n\n\u003cp>These added southbound trips will depart at 1:20 p.m. and 6:45 p.m, and additional northbound trips will leave at 3:25 p.m, 5:40 p.m. and 7:55 p.m.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1999\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg\" alt=\"\" class=\"wp-image-12095015\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-22-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003ch3 class=\"wp-block-heading\">SolTrans bus service\u003c/h3>\n\n\n\n\u003cp>SolTrans has two bus routes that cross Alfred Zampa Memorial Bridge: the \u003ca href=\"https://www.soltrans.org/routes/60\">60 line\u003c/a> that connects Fairfield to Richmond; and the \u003ca href=\"https://www.soltrans.org/routes/82\">82 line\u003c/a> that connects Fairfield to San Francisco. \u003ca href=\"https://www.soltrans.org/news/service-alert-routes-60-and-82-detours\">Read more from SolTrans on how these services will be rerouted this weekend\u003c/a> — and be aware that SolTrans is warning riders to expect delays of up to 45 minutes this weekend. \u003c/p>\n\n\n\n\u003cp>Alternatively, 60 and 82 bus riders can take these routes to the Vallejo Transit Center, transfer to the 70 bus that goes all the way to the Concord BART station and then take BART to their desired destination.\u003c/p>\n\n\n\n\u003ch2 class=\"wp-block-heading\">\u003cstrong>Why can’t this work on the Carquinez Bridge be done at night?\u003c/strong>\u003cbr>\u003c/h2>\n\n\n\n\u003cp>For this maintenance project, Caltrans will be using a type of asphalt concrete sourced from the largest deposit of natural asphalt in the world: \u003ca href=\"https://whc.unesco.org/en/tentativelists/5645/\">Pitch Lake in Trinidad and Tobago\u003c/a>.\u003c/p>\n\n\n\n\u003cp>Martinez said this asphalt is known to be durable and good for waterproofing. \u003c/p>\n\n\n\n\u003cp>The closure will begin with crews removing the old asphalt on Friday night. The new asphalt can only be applied when temperatures are 70 degrees or higher, Martinez added.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg\" alt=\"\" class=\"wp-image-12095014\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260812-CarquinezBridgeClosure-NG-18-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">The Alfred Zampa Memorial Bridge is seen from Vallejo on Aug. 12, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“During the day, once temperature hits, crews can drop down the new asphalt and let it cure for the weekend,” she said.\u003c/p>\n\n\n\n\u003cp>As for why this closure is happening during daytime hours, Caltrans needs those specific temperatures to be able to use this asphalt — and crews expect warmer weather during the daytime, Martinez said.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If the weather is not warm enough during the Aug. 21-24 weekend, Martinez added, “we do have a contingency plan in place.” Maintenance work would be moved to a later date, she said — most likely the following weekend.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/news/series/baycurious",
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"source": "kqed",
"order": 3
},
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}
},
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"id": "bbc-world-service",
"title": "BBC World Service",
"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.bbc.co.uk/sounds/play/live:bbc_world_service",
"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"source": "kqed",
"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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},
"link": "/radio/program/code-switch-life-kit",
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2",
"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
"link": "/forum",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
"spotify": "https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"
}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
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