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"content": "\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.[aside postID=news_12070694 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250724-MARIN-EBIKES-MD-07-KQED.jpg']Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.[aside postID=news_12070756 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/BARTEmployeesGetty.jpg']“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Flanked by dozens of train and bus advocates carrying signs reading, “Fund The Bus” and “Transit Reduces Traffic,” local politicians from across the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> on Friday marked the start of a campaign to save the region’s public transit.\u003c/p>\n\u003cp>“ We are truly at a crossroads where our region is going to decide, do we want to continue to have strong, robust public transportation so that people can get where they’re going?” said state Sen. Scott Wiener (D — San Francisco.) “And we need to be very clear that if we do nothing, these systems are going to unravel.”\u003c/p>\n\u003cp>The celebration and rally at the Embarcadero Plaza in San Francisco served as the start for boots hitting the ground to drum up support for the Connect Bay Area Transit Initiative — a measure years in the making to qualify a regional sales tax for this November’s ballot. The proposed tax would raise around $1 billion annually in a bid to rescue \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Bay Area public transit\u003c/a> agencies from precipitous fiscal cliffs and severe service cuts that would all but cripple the region.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Armed with petitions and pens, volunteers — and some paid canvassers –- fanned out through five Bay Area counties and began collecting the 186,000 signatures they need to qualify the measure for the ballot.\u003c/p>\n\u003cp>Glynnis Fowler was among them and said she decided to volunteer for traffic safety initiatives after witnessing a crash which killed\u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\"> a 4-year old girl in a stroller \u003c/a>at 4th and King Streets in San Francisco in 2023.\u003c/p>\n\u003cp>“There’s so many people with different abilities that need to cross the street safely, and the more we get people out of cars and into transit, the safer everyone’s going to gonna be,” Fowler said, before heading off to gather signatures for the campaign.\u003c/p>\n\u003cfigure id=\"attachment_12070971\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070971\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tam Vu/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s four largest transit operators — MUNI, BART, Caltrain, and AC Transit, which collectively represent 80% of public transit ridership in the region — are in serious financial trouble. A massive decline in ridership which began during the COVID-19 pandemic has failed to rebound to pre-pandemic levels. With federal and state emergency funding set to run out this year, MUNI and BART are projecting budget deficits in fiscal year 2027 of over $300 million each. The deficit for Caltrain and AC Transit for fiscal year 2027 is as much as $75 million and $74 million, respectively, according to statements from those agencies.\u003c/p>\n\u003cp>Barring passage of the proposed sales tax, some agencies are warning they could need to enact drastic service cuts as soon as next summer that would dramatically lengthen commute times, worsen air pollution and hamper the local economy.\u003c/p>\n\u003cp>In order to close its budget deficit, representatives from BART said the agency could be forced to eliminate weekend service or cut two entire lines entirely. MUNI may make 50% cuts to major bus and metro lines. Caltrain could reduce weekday service to once an hour, and AC Transit could cut 37% of its overall service.\u003c/p>\n\u003cp>State Sen. Jesse Arreguín (D-Berkeley) said those cuts would have far-reaching effects on the state’s long-term budget outlook, in addition to snarling transit — and making traffic worse.\u003c/p>\n\u003cp>“If the Bay Area’s economy fails because transit implodes, then that impacts the state’s economy, and it impacts the state’s budget,” Arreguín said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Friday’s rally included representatives from organized labor, the Bay Area business community and a smattering of grassroots transportation advocacy groups.\u003c/p>\n\u003cp>“Previous generations built the transit systems that power this region. Now it’s our turn, not just to preserve what they built, but to make sure it’s strong enough for the next generation,” said John Grubb, interim President and CEO of the Bay Area Council.\u003c/p>\n\u003cp>If passed, the measure would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for a period of 14 years, after which the tax will expire.\u003c/p>\n\u003cp>The lion’s share of revenue would go to the main four transit agencies, with a much smaller portion distributed to smaller ones, including the SF Bay Ferry and Golden Gate Transit, among others. The revenue would wash away the budget deficits for the main four operators with the exception of MUNI, which would only get about half of the money it needs to shore up its budget deficit. \u003ca href=\"https://www.kqed.org/news/12070484/tune-in-tonight-san-francisco-mayor-daniel-lurie-live-on-kqed\">San Francisco Mayor Daniel Lurie\u003c/a> is proposing a separate parcel tax measure for the November ballot to make up the difference.\u003c/p>\n\u003cp>While this campaign to secure long-term funding for public transit kicks off, \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">a promised $750 million loan\u003c/a> from the state to provide short-term financial relief to transit agencies is still being negotiated. Even if the Connect Bay Area Transit Initiative makes it to the ballot and is approved by voters, money won’t start flowing to Bay Area agencies until early summer 2027.\u003c/p>\n\u003cp>That’s far too late for the main four agencies, which will hit their fiscal cliffs by early 2027 at the latest, triggering service cuts.\u003c/p>\n\u003cp>“Unless the state steps in and provides funding, these transit operators are going to have to make difficult decisions, and it’s going to really harm people in the Bay Area,” Arreguín said.\u003c/p>\n\u003cfigure id=\"attachment_12070961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00063_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks on his support for California Senate Bill 63 at a press conference at Embarcardero Plaza in San Francisco on January 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State legislators approved a $750 million loan for Bay Area transit operators in last year’s budget, and the terms were intended to be agreed upon by last summer. But months later, there’s still no deal.\u003c/p>\n\u003cp>Local transit officials and the state Department of Finance are still wrangling over where the money will come from. It was originally intended to come out of the state’s general fund, but Gov. Gavin Newsom’s administration walked back that promise, and the parties are currently negotiating a proposal to cannibalize budgets for transit capital projects to fund the loan.\u003c/p>\n\u003cp>Over a dozen state legislators have signed a joint letter penned by Arreguín imploring the Department of Finance to resolve the issue by the end of the month.\u003c/p>\n\u003cp>“This loan is critically important to bridge us from here until next year so that we do not have service cuts,” Wiener said. “That is the last thing the Bay Area needs.”\u003c/p>\n\u003cp>Despite the loan still up in the air, representatives from the Connect Bay Area campaign said the ballot initiative is moving full steam ahead.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We don’t have a choice on waiting for the long-term funding. We have to put this together regardless of what happens with the loan,” said campaign spokesperson Jeff Cretan. “This is going to be the sustainable future for public transit in the Bay Area.”\u003c/p>\n\u003cp>The campaign has so far raised nearly $3 million to support its signature gathering efforts. Major early donors include technology company Ripple co-founder Chris Larsen, Genentech and the Service Employees International Union, SEIU 1021.\u003c/p>\n\u003cp>Lian Chang, an organizer with the Connect Bay Area campaign, said volunteers were “beating down our door asking how they can get involved.”\u003c/p>\n\u003cp>Chang, who primarily gets around by bike, said she came to rely heavily on public transit after she tore her achilles tendon a few years ago.\u003c/p>\n\u003cp>“I have really seen in my own life how essential transit is, even if I don’t think of myself as a rider on a day-to-day basis. Anyone can suddenly be super dependent on transit for any kind of reason,” Chang said.\u003c/p>\n\u003cp>She likened public transit to a library: “We’re all super glad they’re there, whether or not we personally go every single day.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Santa Cruz has terminated its contract with Flock Safety, the automated license plate reader operator, over data privacy concerns.\u003c/p>\n\u003cp>The Santa Cruz City Council voted 6-1 on Tuesday to terminate the city’s contract with Flock, citing reports that the city’s data has been accessed by out-of-state agencies, \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows?utm_source=chatgpt.com\">at a time\u003c/a> when the Trump administration is pursuing an increasingly aggressive immigration enforcement agenda.\u003c/p>\n\u003cp>“For us, the threat to our civil liberties was greater than any benefit we could get from the flawed product,” said Mayor Fred Keeley, who voted against the Flock contract in 2024.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We’re not interested, as they continue to develop their product, to be an experiment for a system which appears to have enormously big holes in it that they discover every day and try to patch to fix,” he said, adding he doesn’t fault the Santa Cruz Police Department.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC5003726529\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003cbr>\n \u003c/p>\n\u003cp>Last November, Santa Cruz police\u003ca href=\"https://www.santacruzsentinel.com/2025/11/18/santa-cruz-pauses-participation-in-flocks-statewide-sharing-portal/\"> Chief Bernie Escalante confirmed\u003c/a> the city’s Flock data had been accessed by out-of-state agencies, prompting city officials to \u003ca href=\"https://lookout.co/city-of-santa-cruz-pauses-statewide-license-plate-data-sharing-citing-flock-safetys-violation-of-california-law/story\">temporarily limit\u003c/a> outside agencies’ access to the city’s license plate reader data and to review its agreement with Flock.\u003c/p>\n\u003cp>“California for 10 years has prohibited the sharing of license plate data out of state. Ten years!” said Peter Gelblum, chair of the ACLU’s Santa Cruz County Chapter, told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12066350\" class=\"wp-caption aligncenter\" style=\"max-width: 1760px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe.jpg\" alt=\"\" width=\"1760\" height=\"1084\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe.jpg 1760w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe-1536x946.jpg 1536w\" sizes=\"auto, (max-width: 1760px) 100vw, 1760px\">\u003cfigcaption class=\"wp-caption-text\">A Flock camera at Fashion Valley Mall cast in silhouette on Oct. 27, 2025. \u003ccite>(Scott Rodd/KPBS)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to Gelblum and other civil liberties advocates, Santa Cruz is the first city in California to end its Flock contract. He credited the Trump administration’s immigration policies for dialing up the sense of urgency in the sanctuary city, as well as data compiled by the recently formed grassroots group \u003ca href=\"https://www.gettheflockout.org\">Get the Flock Out\u003c/a>.\u003c/p>\n\u003cp>They laid out a case that included the finding that, between June and October 2025, state agencies\u003ca href=\"https://lookout.co/anti-flock-group-finds-that-state-agencies-accessed-scpd-camera-data-thousands-of-times-on-feds-behalf-since-mid-2024/story\"> accessed Santa Cruz camera data roughly 4,000 times\u003c/a> on behalf of federal law enforcement, including U.S. Immigration and Customs Enforcement, or ICE, in violation of California’s SB 34.\u003c/p>\n\u003cp>Under SB 34, California law enforcement agencies are required to adopt detailed usage and privacy policies governing license plate reader data, restrict access to authorized purposes, and regularly audit searches to prevent misuse.\u003c/p>\n\u003cp>“And yet, the typical standard Flock contract, which the agencies in Santa Cruz County all signed, enables nationwide sharing, and nationwide sharing was going on the entire time,” Gelblum said.[aside postID=news_12066989 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-License-Plate-Readers-01-KQED.jpg']A Flock spokesman told KQED the company has always been willing to comply with requests from law enforcement agencies to shut down outside access to data, to ensure compliance with state and local laws.\u003c/p>\n\u003cp>Trevor Chandler, director of public affairs for Flock, said the company is committed to honoring the values of every community, so that their civil liberty concerns “don’t have to come at the expense of community safety. All of those tools to customize sharing … can be customized at any moment, for any reason, by any city.”\u003c/p>\n\u003cp>Though precise tallies differ, civil liberties advocates say roughly 30 municipalities nationwide have recently canceled their contracts with Flock. But Chandler said Flock doesn’t feel threatened by the increased scrutiny.\u003c/p>\n\u003cp>“We saw Oakland put their program on pause, then \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">went on to reauthorize it\u003c/a>. We saw San Diego put their program on pause, customized safety features, then reauthorized it. So if the conversation with Santa Cruz comes back, we’re happy to have that conversation,” Chandler said.\u003c/p>\n\u003cp>Santa Cruz first signed its contract with Flock in 2024, and it was scheduled to expire on March 27. Tuesday’s vote allows the city to terminate the agreement with 30 days’ notice, or Feb. 12 at the earliest.\u003c/p>\n\u003cp>“Santa Cruz got it right,” Sarah Hamid, director of strategic campaigns with the Electronic Frontier Foundation, wrote KQED. “Santa Cruz joins nearly two dozen jurisdictions in 2025 that canceled or rejected Flock contracts by exercising procurement power — local democracy’s most underutilized tool. These communities recognized that Flock’s surveillance risks are difficult to adequately mitigate through policy alone, and chose instead to invest in public safety approaches that don’t require mass surveillance infrastructure.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Santa Cruz has terminated its contract with Flock Safety, the automated license plate reader operator, over data privacy concerns.\u003c/p>\n\u003cp>The Santa Cruz City Council voted 6-1 on Tuesday to terminate the city’s contract with Flock, citing reports that the city’s data has been accessed by out-of-state agencies, \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows?utm_source=chatgpt.com\">at a time\u003c/a> when the Trump administration is pursuing an increasingly aggressive immigration enforcement agenda.\u003c/p>\n\u003cp>“For us, the threat to our civil liberties was greater than any benefit we could get from the flawed product,” said Mayor Fred Keeley, who voted against the Flock contract in 2024.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We’re not interested, as they continue to develop their product, to be an experiment for a system which appears to have enormously big holes in it that they discover every day and try to patch to fix,” he said, adding he doesn’t fault the Santa Cruz Police Department.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC5003726529\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003cbr>\n \u003c/p>\n\u003cp>Last November, Santa Cruz police\u003ca href=\"https://www.santacruzsentinel.com/2025/11/18/santa-cruz-pauses-participation-in-flocks-statewide-sharing-portal/\"> Chief Bernie Escalante confirmed\u003c/a> the city’s Flock data had been accessed by out-of-state agencies, prompting city officials to \u003ca href=\"https://lookout.co/city-of-santa-cruz-pauses-statewide-license-plate-data-sharing-citing-flock-safetys-violation-of-california-law/story\">temporarily limit\u003c/a> outside agencies’ access to the city’s license plate reader data and to review its agreement with Flock.\u003c/p>\n\u003cp>“California for 10 years has prohibited the sharing of license plate data out of state. Ten years!” said Peter Gelblum, chair of the ACLU’s Santa Cruz County Chapter, told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12066350\" class=\"wp-caption aligncenter\" style=\"max-width: 1760px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066350\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe.jpg\" alt=\"\" width=\"1760\" height=\"1084\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe.jpg 1760w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/flock-camera-6936dca8e38fe-1536x946.jpg 1536w\" sizes=\"auto, (max-width: 1760px) 100vw, 1760px\">\u003cfigcaption class=\"wp-caption-text\">A Flock camera at Fashion Valley Mall cast in silhouette on Oct. 27, 2025. \u003ccite>(Scott Rodd/KPBS)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to Gelblum and other civil liberties advocates, Santa Cruz is the first city in California to end its Flock contract. He credited the Trump administration’s immigration policies for dialing up the sense of urgency in the sanctuary city, as well as data compiled by the recently formed grassroots group \u003ca href=\"https://www.gettheflockout.org\">Get the Flock Out\u003c/a>.\u003c/p>\n\u003cp>They laid out a case that included the finding that, between June and October 2025, state agencies\u003ca href=\"https://lookout.co/anti-flock-group-finds-that-state-agencies-accessed-scpd-camera-data-thousands-of-times-on-feds-behalf-since-mid-2024/story\"> accessed Santa Cruz camera data roughly 4,000 times\u003c/a> on behalf of federal law enforcement, including U.S. Immigration and Customs Enforcement, or ICE, in violation of California’s SB 34.\u003c/p>\n\u003cp>Under SB 34, California law enforcement agencies are required to adopt detailed usage and privacy policies governing license plate reader data, restrict access to authorized purposes, and regularly audit searches to prevent misuse.\u003c/p>\n\u003cp>“And yet, the typical standard Flock contract, which the agencies in Santa Cruz County all signed, enables nationwide sharing, and nationwide sharing was going on the entire time,” Gelblum said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A Flock spokesman told KQED the company has always been willing to comply with requests from law enforcement agencies to shut down outside access to data, to ensure compliance with state and local laws.\u003c/p>\n\u003cp>Trevor Chandler, director of public affairs for Flock, said the company is committed to honoring the values of every community, so that their civil liberty concerns “don’t have to come at the expense of community safety. All of those tools to customize sharing … can be customized at any moment, for any reason, by any city.”\u003c/p>\n\u003cp>Though precise tallies differ, civil liberties advocates say roughly 30 municipalities nationwide have recently canceled their contracts with Flock. But Chandler said Flock doesn’t feel threatened by the increased scrutiny.\u003c/p>\n\u003cp>“We saw Oakland put their program on pause, then \u003ca href=\"https://www.kqed.org/news/12066989/california-cities-double-down-on-license-plate-readers-as-federal-surveillance-grows\">went on to reauthorize it\u003c/a>. We saw San Diego put their program on pause, customized safety features, then reauthorized it. So if the conversation with Santa Cruz comes back, we’re happy to have that conversation,” Chandler said.\u003c/p>\n\u003cp>Santa Cruz first signed its contract with Flock in 2024, and it was scheduled to expire on March 27. Tuesday’s vote allows the city to terminate the agreement with 30 days’ notice, or Feb. 12 at the earliest.\u003c/p>\n\u003cp>“Santa Cruz got it right,” Sarah Hamid, director of strategic campaigns with the Electronic Frontier Foundation, wrote KQED. “Santa Cruz joins nearly two dozen jurisdictions in 2025 that canceled or rejected Flock contracts by exercising procurement power — local democracy’s most underutilized tool. These communities recognized that Flock’s surveillance risks are difficult to adequately mitigate through policy alone, and chose instead to invest in public safety approaches that don’t require mass surveillance infrastructure.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Oakland's Speed Cameras Are Now Issuing Warnings, Fines Coming Soon",
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"content": "\u003cp>Automated speed cameras began issuing $0 citations as warnings to speeding drivers in 18 locations across \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> on Wednesday, city officials said.\u003c/p>\n\u003cp>For the next 60 days, the \u003ca href=\"https://www.kqed.org/news/12065601/oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march\">35 speed cameras\u003c/a> — two at each of the 18 locations, except on Seventh Street at Broadway, which is a one-way street and will have only one camera — will issue warnings to drivers who travel 11 miles an hour or more over the speed limit. By mid-March, drivers in Oakland caught speeding at camera locations will receive fines starting at $50.\u003c/p>\n\u003cp>Oakland is now the second city in the state to make good on \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, a 2023 state bill that authorized six cities in the state to pilot the cameras for five years in a bid to slow speeding drivers and make streets safer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The cameras are located along high-injury corridors, the 6% of Oakland streets that account for 60% of severe and fatal collisions. City officials said every week, two Oaklanders are killed or seriously injured in a traffic collision and that these crashes disproportionately impact people of color, seniors, children and people with disabilities.\u003c/p>\n\u003cp>San Francisco, the first city to implement the pilot, has reported dramatic reductions in speeding drivers at 33 automated speed camera locations since the cameras first went online last March, according to an initial \u003ca href=\"https://www.sfmta.com/blog/our-speed-cameras-are-working-initial-evaluation-shows-drivers-are-slowing-down\">evaluation by the SFMTA\u003c/a>. That study of 15 camera locations in the city showed an average 72% reduction in speeding vehicles 6 months after the cameras were first installed.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>George Spies, a co-organizer with Traffic Violence Rapid Response, a pedestrian safety organization based in Oakland, told KQED he supports the automated speed cameras, but said the most effective way to reduce vehicle speeds is to redesign streets to make them slower and safer.\u003c/p>\n\u003cp>“ We don’t want to see any city use automated speed cameras as an excuse not to proceed as quickly and as forcefully as possible with making streets safer through infrastructural change,” Spies said.\u003c/p>\n\u003cp>Spies added that he believes automated speed enforcement removes bias that may be present when a police officer conducts a traffic stop.\u003c/p>\n\u003cp>“ We don’t want to see that kind of enforcement continue because it leads to all sorts of really problematic outcomes,” Spies said.[aside postID=news_12065712 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251202-OAKSPEEDCAMERAS-02-BL-KQED.jpg']Oakland contracted Verra Mobility, an Arizona-based smart transportation company, to administer the program. AB 645 sets in place several privacy protections, including that the camera footage may be retained only for five days if no violation is issued, or 60 days if a violation is issued, and that the Oakland Department of Transportation will collect it and may not be shared or used for any other purpose.\u003c/p>\n\u003cp>Spies said he believes privacy concerns with the speed cameras have been adequately addressed, as opposed to a \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">recent controversy in Oakland\u003c/a>, when federal agencies gained access to data collected by automated license plate readers operated by Flock Safety.\u003c/p>\n\u003cp>Oakland officials said notifications of violations will be mailed to the registered owner of a speeding vehicle within two weeks of the violation. Citation amounts vary by how fast a driver is speeding, with the maximum fine capped at $500 for driving 100 miles per hour or more over the speed limit. The program offers discounted citations for people who are on public benefits or are low-income.\u003c/p>\n\u003cp>AB 645 also authorized the cities of San José, Glendale, Long Beach, and Los Angeles to implement automated speed camera programs, but those cities have yet to install the cameras.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Automated speed cameras began issuing $0 citations as warnings to speeding drivers in 18 locations across \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a> on Wednesday, city officials said.\u003c/p>\n\u003cp>For the next 60 days, the \u003ca href=\"https://www.kqed.org/news/12065601/oakland-begins-installing-speed-cameras-in-18-locations-with-tickets-coming-in-march\">35 speed cameras\u003c/a> — two at each of the 18 locations, except on Seventh Street at Broadway, which is a one-way street and will have only one camera — will issue warnings to drivers who travel 11 miles an hour or more over the speed limit. By mid-March, drivers in Oakland caught speeding at camera locations will receive fines starting at $50.\u003c/p>\n\u003cp>Oakland is now the second city in the state to make good on \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a>, a 2023 state bill that authorized six cities in the state to pilot the cameras for five years in a bid to slow speeding drivers and make streets safer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The cameras are located along high-injury corridors, the 6% of Oakland streets that account for 60% of severe and fatal collisions. City officials said every week, two Oaklanders are killed or seriously injured in a traffic collision and that these crashes disproportionately impact people of color, seniors, children and people with disabilities.\u003c/p>\n\u003cp>San Francisco, the first city to implement the pilot, has reported dramatic reductions in speeding drivers at 33 automated speed camera locations since the cameras first went online last March, according to an initial \u003ca href=\"https://www.sfmta.com/blog/our-speed-cameras-are-working-initial-evaluation-shows-drivers-are-slowing-down\">evaluation by the SFMTA\u003c/a>. That study of 15 camera locations in the city showed an average 72% reduction in speeding vehicles 6 months after the cameras were first installed.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"OakDOT: Proposed Speed Safety Camera Locations\" aria-label=\"Map\" id=\"“san-jose”\" src=\"https://oakgis.maps.arcgis.com/apps/instant/basic/index.html?appid=b683cfc6bb1040498714103744ba91f0\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"650\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>George Spies, a co-organizer with Traffic Violence Rapid Response, a pedestrian safety organization based in Oakland, told KQED he supports the automated speed cameras, but said the most effective way to reduce vehicle speeds is to redesign streets to make them slower and safer.\u003c/p>\n\u003cp>“ We don’t want to see any city use automated speed cameras as an excuse not to proceed as quickly and as forcefully as possible with making streets safer through infrastructural change,” Spies said.\u003c/p>\n\u003cp>Spies added that he believes automated speed enforcement removes bias that may be present when a police officer conducts a traffic stop.\u003c/p>\n\u003cp>“ We don’t want to see that kind of enforcement continue because it leads to all sorts of really problematic outcomes,” Spies said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Oakland contracted Verra Mobility, an Arizona-based smart transportation company, to administer the program. AB 645 sets in place several privacy protections, including that the camera footage may be retained only for five days if no violation is issued, or 60 days if a violation is issued, and that the Oakland Department of Transportation will collect it and may not be shared or used for any other purpose.\u003c/p>\n\u003cp>Spies said he believes privacy concerns with the speed cameras have been adequately addressed, as opposed to a \u003ca href=\"https://www.kqed.org/news/12067461/oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns\">recent controversy in Oakland\u003c/a>, when federal agencies gained access to data collected by automated license plate readers operated by Flock Safety.\u003c/p>\n\u003cp>Oakland officials said notifications of violations will be mailed to the registered owner of a speeding vehicle within two weeks of the violation. Citation amounts vary by how fast a driver is speeding, with the maximum fine capped at $500 for driving 100 miles per hour or more over the speed limit. The program offers discounted citations for people who are on public benefits or are low-income.\u003c/p>\n\u003cp>AB 645 also authorized the cities of San José, Glendale, Long Beach, and Los Angeles to implement automated speed camera programs, but those cities have yet to install the cameras.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "‘Retribution’: Bay Area Lawmakers Slam $160 Million Loss in Federal Highway Funds",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area \u003c/a>members of the U.S. House Transportation Committee decried the Trump administration’s decision to withhold about $160 million for California highway safety as political retribution, and said the state must push back.\u003c/p>\n\u003cp>The U.S. Department of Transportation \u003ca href=\"https://www.transportation.gov/briefing-room/trumps-transportation-secretary-sean-p-duffy-gavin-newsom-illegal-trucking-licenses\">announced\u003c/a> Wednesday it is denying the funds after a months-long dispute involving a clerical error in roughly \u003ca href=\"https://www.kqed.org/news/12068027/california-delays-plan-to-reissue-commercial-licenses-drivers-mired-in-uncertainty\">20,000 commercial driver’s licenses\u003c/a> California issued to immigrants. The move represents the Trump administration’s latest financial penalty against the state.\u003c/p>\n\u003cp>On Thursday, the attorneys general of California and four other Democratic states \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-sues-trump-administration-block-unlawful-freeze-10\">sued\u003c/a> to block another agency, the U.S. Department of Health and Human Services, from \u003ca href=\"https://www.kqed.org/news/12068953/trump-pauses-funding-to-child-care-calworks-in-california-over-alleged-fraud\">freezing billions of dollars\u003c/a> for childcare and family assistance programs. HHS said the action was justified due to serious concerns of widespread fraud and misuse of taxpayer dollars, but the states countered that the agency has not provided enough evidence to support those claims.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The Trump administration is using its power to harm states that stand up and say ‘No, we don’t like your policies,’” said Rep. John Garamendi, whose district represents parts of Contra Costa and Solano counties. “Clearly, it’s retribution — clearly, it’s political.”\u003c/p>\n\u003cp>States issue “non-domiciled” commercial licenses to noncitizens who are authorized to work but lack permanent residency. Applicants must also pass knowledge and skills tests to operate large vehicles such as semi-trailers and city buses. The Federal Motor Carrier Safety Administration regularly reviews the state-administered program.\u003c/p>\n\u003cfigure id=\"attachment_11804662\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804662\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi.jpg\" alt=\"North Bay Rep. John Garamendi (right), pictured in 2011. Garamendi and two other California congressmen want clarity from federal health officials in the wake of a whistleblower complaint.\" width=\"1920\" height=\"1128\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-160x94.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-800x470.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-1020x599.jpg 1020w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">North Bay Rep. John Garamendi (right), pictured in 2011. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California Department of Motor Vehicles officials said they’ve been working with the FMCSA to correct the clerical error, which \u003ca href=\"https://www.kqed.org/news/12067557/california-plans-to-reissue-contested-drivers-licenses-to-thousands-of-immigrants\">produced licenses that expire\u003c/a> at a different date than the driver’s work authorization records. The issue was first flagged by the federal agency last year.\u003c/p>\n\u003cp>But U.S. Transportation Secretary Sean Duffy said the highway safety funds are being pulled because California delayed revoking the disputed licenses at a previously agreed-upon date, while working on a fix.\u003c/p>\n\u003cp>The state had planned to cancel about 17,000 non-domiciled licenses on Jan. 5 under federal pressure, and an additional 2,700 in mid-February, without offering recourse for drivers to reapply. After truckers who faced losing their livelihoods\u003ca href=\"https://www.asianlawcaucus.org/news-resources/news/cdl-class-action-ca-dmv-cancellation-2\"> sued\u003c/a> the DMV last month, it announced a 60-day extension.\u003c/p>\n\u003cp>“Our demands were simple: follow the rules, revoke the unlawfully-issued licenses to dangerous foreign drivers, and fix the system so this never happens again,” Duffy said in a statement. “Gavin Newsom has failed to do so — putting the needs of illegal immigrants over the safety of the American people.”[aside postID=news_12068981 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/Hwy116Getty.jpg']Transportation experts doubt there is reliable evidence linking safety behind the wheel to immigration status. Commercial drivers with California licenses are involved in fatal crashes at a much lower rate than the national average, according to the DMV.\u003c/p>\n\u003cp>The expiration date errors involve around 3% of the approximately 700,000 total commercial driver’s licenses in the state.\u003c/p>\n\u003cp>“We strongly disagree with the federal government’s decision to withhold vital transportation funding from California,” Eva Spiegel, a DMV spokesperson, said in a statement. “Their action jeopardizes public safety because these funds are critical for maintaining and improving the roadways we all rely on every day.”\u003c/p>\n\u003cp>Duffy’s transportation department has sought to exclude an estimated 200,000 asylum seekers, refugees and other noncitizens working as commercial drivers nationwide from holding these licenses, arguing it would improve safety on the roads after high-profile truck crashes involving immigrant drivers. A court put that interim emergency rule on hold.\u003c/p>\n\u003cp>Many of the impacted drivers in California are Punjabi Sikh truckers, asylum seekers from India, who said they have valid work permits and clean driving records. The back and forth between the federal government and the state has left drivers and their families anxious and confused.\u003c/p>\n\u003cp>“The Sikh community should be outraged over being used as pawns in this petty score-settling exercise,” Rep. Jared Huffman, a North Bay Democrat, said in a statement. “California was fixing the clerical error, and the administration is using bogus legal authority to justify taking the whole state hostage.”\u003c/p>\n\u003cfigure id=\"attachment_12035708\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12035708\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Congressman Jared Huffman speaks during a press conference in Santa Rosa on April 26, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last month, the DMV tried to start reissuing the contested licenses to eligible drivers, saying it had met all conditions to fix earlier problems, but paused after the plan was halted by the FMCSA, the state agency said. According to the DMV, federal officials agreed during a Dec. 18 meeting that it was reasonable to allow for more time to resolve their concerns.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, believes the latest rescission of federal transportation dollars is unlawful, partly because Congress had approved those grants. California is already behind in highway maintenance, he said, and losing safety funds could lead to more accidents and hurt the state’s economy.\u003c/p>\n\u003cp>“You can’t just remove a block grant that’s gone through a statutory process arbitrarily and without cause,” DeSaulnier said, adding that the state would fight the clawback, potentially in court. “But it’s such a waste of energy, and it hurts people.”\u003c/p>\n\u003cp>Other California members of the U.S. House Committee on Transportation & Infrastructure, such as Republican Reps. Vince Fong, of Bakersfield, and Kevin Kiley, whose district stretches along the California-Nevada border, declined to comment or did not immediately respond to a request for comment.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area \u003c/a>members of the U.S. House Transportation Committee decried the Trump administration’s decision to withhold about $160 million for California highway safety as political retribution, and said the state must push back.\u003c/p>\n\u003cp>The U.S. Department of Transportation \u003ca href=\"https://www.transportation.gov/briefing-room/trumps-transportation-secretary-sean-p-duffy-gavin-newsom-illegal-trucking-licenses\">announced\u003c/a> Wednesday it is denying the funds after a months-long dispute involving a clerical error in roughly \u003ca href=\"https://www.kqed.org/news/12068027/california-delays-plan-to-reissue-commercial-licenses-drivers-mired-in-uncertainty\">20,000 commercial driver’s licenses\u003c/a> California issued to immigrants. The move represents the Trump administration’s latest financial penalty against the state.\u003c/p>\n\u003cp>On Thursday, the attorneys general of California and four other Democratic states \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-sues-trump-administration-block-unlawful-freeze-10\">sued\u003c/a> to block another agency, the U.S. Department of Health and Human Services, from \u003ca href=\"https://www.kqed.org/news/12068953/trump-pauses-funding-to-child-care-calworks-in-california-over-alleged-fraud\">freezing billions of dollars\u003c/a> for childcare and family assistance programs. HHS said the action was justified due to serious concerns of widespread fraud and misuse of taxpayer dollars, but the states countered that the agency has not provided enough evidence to support those claims.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The Trump administration is using its power to harm states that stand up and say ‘No, we don’t like your policies,’” said Rep. John Garamendi, whose district represents parts of Contra Costa and Solano counties. “Clearly, it’s retribution — clearly, it’s political.”\u003c/p>\n\u003cp>States issue “non-domiciled” commercial licenses to noncitizens who are authorized to work but lack permanent residency. Applicants must also pass knowledge and skills tests to operate large vehicles such as semi-trailers and city buses. The Federal Motor Carrier Safety Administration regularly reviews the state-administered program.\u003c/p>\n\u003cfigure id=\"attachment_11804662\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11804662\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi.jpg\" alt=\"North Bay Rep. John Garamendi (right), pictured in 2011. Garamendi and two other California congressmen want clarity from federal health officials in the wake of a whistleblower complaint.\" width=\"1920\" height=\"1128\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-160x94.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-800x470.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/03/John-Garamendi-1020x599.jpg 1020w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">North Bay Rep. John Garamendi (right), pictured in 2011. \u003ccite>(Chip Somodevilla/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California Department of Motor Vehicles officials said they’ve been working with the FMCSA to correct the clerical error, which \u003ca href=\"https://www.kqed.org/news/12067557/california-plans-to-reissue-contested-drivers-licenses-to-thousands-of-immigrants\">produced licenses that expire\u003c/a> at a different date than the driver’s work authorization records. The issue was first flagged by the federal agency last year.\u003c/p>\n\u003cp>But U.S. Transportation Secretary Sean Duffy said the highway safety funds are being pulled because California delayed revoking the disputed licenses at a previously agreed-upon date, while working on a fix.\u003c/p>\n\u003cp>The state had planned to cancel about 17,000 non-domiciled licenses on Jan. 5 under federal pressure, and an additional 2,700 in mid-February, without offering recourse for drivers to reapply. After truckers who faced losing their livelihoods\u003ca href=\"https://www.asianlawcaucus.org/news-resources/news/cdl-class-action-ca-dmv-cancellation-2\"> sued\u003c/a> the DMV last month, it announced a 60-day extension.\u003c/p>\n\u003cp>“Our demands were simple: follow the rules, revoke the unlawfully-issued licenses to dangerous foreign drivers, and fix the system so this never happens again,” Duffy said in a statement. “Gavin Newsom has failed to do so — putting the needs of illegal immigrants over the safety of the American people.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Transportation experts doubt there is reliable evidence linking safety behind the wheel to immigration status. Commercial drivers with California licenses are involved in fatal crashes at a much lower rate than the national average, according to the DMV.\u003c/p>\n\u003cp>The expiration date errors involve around 3% of the approximately 700,000 total commercial driver’s licenses in the state.\u003c/p>\n\u003cp>“We strongly disagree with the federal government’s decision to withhold vital transportation funding from California,” Eva Spiegel, a DMV spokesperson, said in a statement. “Their action jeopardizes public safety because these funds are critical for maintaining and improving the roadways we all rely on every day.”\u003c/p>\n\u003cp>Duffy’s transportation department has sought to exclude an estimated 200,000 asylum seekers, refugees and other noncitizens working as commercial drivers nationwide from holding these licenses, arguing it would improve safety on the roads after high-profile truck crashes involving immigrant drivers. A court put that interim emergency rule on hold.\u003c/p>\n\u003cp>Many of the impacted drivers in California are Punjabi Sikh truckers, asylum seekers from India, who said they have valid work permits and clean driving records. The back and forth between the federal government and the state has left drivers and their families anxious and confused.\u003c/p>\n\u003cp>“The Sikh community should be outraged over being used as pawns in this petty score-settling exercise,” Rep. Jared Huffman, a North Bay Democrat, said in a statement. “California was fixing the clerical error, and the administration is using bogus legal authority to justify taking the whole state hostage.”\u003c/p>\n\u003cfigure id=\"attachment_12035708\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12035708\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20240426_DeptofLaborAnnouncement-11_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">U.S. Congressman Jared Huffman speaks during a press conference in Santa Rosa on April 26, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last month, the DMV tried to start reissuing the contested licenses to eligible drivers, saying it had met all conditions to fix earlier problems, but paused after the plan was halted by the FMCSA, the state agency said. According to the DMV, federal officials agreed during a Dec. 18 meeting that it was reasonable to allow for more time to resolve their concerns.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, believes the latest rescission of federal transportation dollars is unlawful, partly because Congress had approved those grants. California is already behind in highway maintenance, he said, and losing safety funds could lead to more accidents and hurt the state’s economy.\u003c/p>\n\u003cp>“You can’t just remove a block grant that’s gone through a statutory process arbitrarily and without cause,” DeSaulnier said, adding that the state would fight the clawback, potentially in court. “But it’s such a waste of energy, and it hurts people.”\u003c/p>\n\u003cp>Other California members of the U.S. House Committee on Transportation & Infrastructure, such as Republican Reps. Vince Fong, of Bakersfield, and Kevin Kiley, whose district stretches along the California-Nevada border, declined to comment or did not immediately respond to a request for comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Storm damage to a section of heavily trafficked Highway 116 in \u003ca href=\"https://www.kqed.org/news/tag/sonoma-county\">Sonoma County\u003c/a> has some officials worried that long-term repairs could leave it hampered during an evacuation for an emergency such as a wildfire.\u003c/p>\n\u003cp>Soil under the road became soaked with rainwater on Monday and collapsed into the Russian River, which had risen over 20 feet, dragging down a section of the thoroughfare’s guardrail along with a few trees, just west of Monte Rio. With part of one lane eroded, it’s now down to one-way traffic control.\u003c/p>\n\u003cp>Repairs could take up to a year, according to Caltrans. Because the road is narrow, bordered by a steep mountain on one side and the river on the other, restoration crews are more limited than they would be in a more open area. And a “slip-out” or “wash-out,” when the slide happens under the road, is also more complicated.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“That’s often more difficult to repair than a slide, which is something that comes down on the road, and sometimes you can just use a frontloader and get rid of the debris that way, or build small walls to keep debris from coming down,” Caltrans spokesperson Jeff Weiss said.\u003c/p>\n\u003cp>Because the road is a major evacuation route, long-term repairs can be a concern looking ahead to the summer, when the risk for wildfires skyrockets. Multiple reports last year raised concerns with \u003ca href=\"https://www.kqed.org/news/12026776/sonoma-valley-roads-could-be-a-death-trap-in-wildfire-evacuation-report-says\">Sonoma County’s roadways\u003c/a> and its \u003ca href=\"https://www.kqed.org/news/12045302/report-warns-sonoma-county-unprepared-for-mass-evacuations\">readiness for a mass evacuation\u003c/a>. Highway 116 is prone to gridlock, and critical roads are vulnerable to mudslides, a June report from the county’s Civil Grand Jury found.\u003c/p>\n\u003cp>As long as one lane remains open during repairs, Highway 116 could still be used in an evacuation, especially with everyone moving in one direction.[aside postID=science_1999754 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2026/01/Lick-damage-1.jpg']“Everybody would be evacuating from the coast; it would be very unlikely to be evacuating towards the coast,” Gold Ridge Fire Chief Shepley Schroth-Cary said. “It could hamper fire engines going towards the fire if we had a mass evacuation.”\u003c/p>\n\u003cp>If conditions worsen and the erosion spreads to the road’s second lane, evacuees would need to find an alternative route, potentially complicating transportation out of the area.\u003c/p>\n\u003cp>“Evacuations become very challenging if 116 is shut down,” Sonoma County Supervisor Lynda Hopkins said. “If folks are west of the shutdown scene, they would actually have to take Highway 1 all the way to 12, so actually going really past Bodega Bay and south along the coast.”\u003c/p>\n\u003cp>Repairs to the highway would entail building a temporary retaining wall to stabilize the road. The wall is made up of interlocking sheets of steel that can be lifted by cranes and are driven into the ground. This stops the initial sliding and prepares the road for a long-term fix. Once the area is stabilized, a permanent retaining wall will be constructed outside of the temporary one.\u003c/p>\n\u003cp>Caltrans immediately applied for emergency funding through the state to cover repairs. According to Weiss, “this meets the criteria for an emergency project.”\u003c/p>\n\u003cp>It is unclear how much the repairs might cost. Other projects in the past have cost upwards of $10 million, typically covered by emergency funds granted by the state.\u003c/p>\n\u003cp>The Monte Rio–Guerneville area has seen three landslide repair projects in the past year, including a restoration for a similar road erosion in December 2024, which took about a year to complete.\u003c/p>\n\u003cp>“The local folks are pretty accustomed to this happening. There’s other portions of 116 that are one-way traffic or one-lane traffic already from previous events,” Schroth-Cary said. “So this is just part of life along the river and in mountainous terrain.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A section of heavily trafficked Highway 116 collapsed into the Russian River during heavy rain on Monday. Repairs could take up to a year.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Storm damage to a section of heavily trafficked Highway 116 in \u003ca href=\"https://www.kqed.org/news/tag/sonoma-county\">Sonoma County\u003c/a> has some officials worried that long-term repairs could leave it hampered during an evacuation for an emergency such as a wildfire.\u003c/p>\n\u003cp>Soil under the road became soaked with rainwater on Monday and collapsed into the Russian River, which had risen over 20 feet, dragging down a section of the thoroughfare’s guardrail along with a few trees, just west of Monte Rio. With part of one lane eroded, it’s now down to one-way traffic control.\u003c/p>\n\u003cp>Repairs could take up to a year, according to Caltrans. Because the road is narrow, bordered by a steep mountain on one side and the river on the other, restoration crews are more limited than they would be in a more open area. And a “slip-out” or “wash-out,” when the slide happens under the road, is also more complicated.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“That’s often more difficult to repair than a slide, which is something that comes down on the road, and sometimes you can just use a frontloader and get rid of the debris that way, or build small walls to keep debris from coming down,” Caltrans spokesperson Jeff Weiss said.\u003c/p>\n\u003cp>Because the road is a major evacuation route, long-term repairs can be a concern looking ahead to the summer, when the risk for wildfires skyrockets. Multiple reports last year raised concerns with \u003ca href=\"https://www.kqed.org/news/12026776/sonoma-valley-roads-could-be-a-death-trap-in-wildfire-evacuation-report-says\">Sonoma County’s roadways\u003c/a> and its \u003ca href=\"https://www.kqed.org/news/12045302/report-warns-sonoma-county-unprepared-for-mass-evacuations\">readiness for a mass evacuation\u003c/a>. Highway 116 is prone to gridlock, and critical roads are vulnerable to mudslides, a June report from the county’s Civil Grand Jury found.\u003c/p>\n\u003cp>As long as one lane remains open during repairs, Highway 116 could still be used in an evacuation, especially with everyone moving in one direction.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Everybody would be evacuating from the coast; it would be very unlikely to be evacuating towards the coast,” Gold Ridge Fire Chief Shepley Schroth-Cary said. “It could hamper fire engines going towards the fire if we had a mass evacuation.”\u003c/p>\n\u003cp>If conditions worsen and the erosion spreads to the road’s second lane, evacuees would need to find an alternative route, potentially complicating transportation out of the area.\u003c/p>\n\u003cp>“Evacuations become very challenging if 116 is shut down,” Sonoma County Supervisor Lynda Hopkins said. “If folks are west of the shutdown scene, they would actually have to take Highway 1 all the way to 12, so actually going really past Bodega Bay and south along the coast.”\u003c/p>\n\u003cp>Repairs to the highway would entail building a temporary retaining wall to stabilize the road. The wall is made up of interlocking sheets of steel that can be lifted by cranes and are driven into the ground. This stops the initial sliding and prepares the road for a long-term fix. Once the area is stabilized, a permanent retaining wall will be constructed outside of the temporary one.\u003c/p>\n\u003cp>Caltrans immediately applied for emergency funding through the state to cover repairs. According to Weiss, “this meets the criteria for an emergency project.”\u003c/p>\n\u003cp>It is unclear how much the repairs might cost. Other projects in the past have cost upwards of $10 million, typically covered by emergency funds granted by the state.\u003c/p>\n\u003cp>The Monte Rio–Guerneville area has seen three landslide repair projects in the past year, including a restoration for a similar road erosion in December 2024, which took about a year to complete.\u003c/p>\n\u003cp>“The local folks are pretty accustomed to this happening. There’s other portions of 116 that are one-way traffic or one-lane traffic already from previous events,” Schroth-Cary said. “So this is just part of life along the river and in mountainous terrain.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "40000-people-died-on-california-roads-state-leaders-looked-away",
"title": "40,000 People Died on California Roads. State Leaders Looked Away",
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"content": "\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At a California State Senate committee hearing this year, the director of \u003ca href=\"https://www.kqed.org/news/tag/caltrans\">CalTrans\u003c/a>, Tony Tavares, showed a simple chart that might have caused the assembled lawmakers some alarm.\u003c/p>\n\u003cp>It was a series of black bars representing the \u003ca href=\"https://www.kqed.org/news/12063749/californias-lax-dui-laws-lead-to-spike-in-alcohol-related-roadway-deaths\">death toll on California’s roads\u003c/a> in each of the past 20 years.\u003c/p>\n\u003cp>Fatalities had been falling until 2010, when the bars started getting longer and longer. A blood-red arrow shot up over the growing lines, charting their rise, as if to make sure nobody could miss the more than 60% increase in deaths.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are working to reverse the overall trend,” Tavares said.\u003c/p>\n\u003cp>No legislators asked about the chart. No one asked the director what, exactly, his agency was doing about it.\u003c/p>\n\u003cp>Over the next three hours, the Senate Transportation Committee members asked instead about homeless encampments along roads, gas tax revenue, gender identity on ID’s and planning for the 2028 Olympics in Los Angeles.\u003c/p>\n\u003cfigure id=\"attachment_12068087\" class=\"wp-caption aligncenter\" style=\"max-width: 779px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068087\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\" alt=\"\" width=\"779\" height=\"445\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg 779w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01-160x91.jpeg 160w\" sizes=\"auto, (max-width: 779px) 100vw, 779px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The chart presented by then-CalTrans Director Tony Tavares at the Senate Transportation Committee hearing on March 11, 2025. \u003ccite>(Courtesy CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The committee chair said it was the legislature’s first informational hearing on the state’s transportation system in more than a decade. Yet only two senators — both Republicans with little legislative power in a state controlled by Democrats — even asked about dangerous driving, one following up with questions about a deadly stretch of road in her district and the other about a small California Highway Patrol program to target egregious behavior behind the wheel.\u003c/p>\n\u003cp>Over the past decade, nearly 40,000 people have died and more than 2 million have been injured on California roads. As an \u003ca href=\"https://calmatters.org/series/license-to-kill/\">ongoing CalMatters investigation\u003c/a> has shown this year, time and again those crashes were caused by repeat drunk drivers, chronic speeders and motorists with well-documented histories of recklessness behind the wheel. Year after year, officials with the power to do something about it — the governor, legislators, the courts, the Department of Motor Vehicles — have failed to act.\u003c/p>\n\u003cp>The silence, in the face of a threat that endangers nearly every Californian, is damning.\u003c/p>\n\u003cp>California has some of \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">the weakest DUI laws in the nation\u003c/a>. Here, DUI-related deaths have been rising more than twice as fast as the rest of the country. But this fall, a state bill to strengthen DUI penalties was gutted at the last minute.\u003c/p>\n\u003cp>When it comes to speeding — one of the biggest causes of fatal crashes — again the legislature has done little. For two years in a row, bills that would have required the use of speed-limiting technology on vehicles have failed.\u003c/p>\n\u003cp>Lawmakers did pass legislation a couple years ago that allows the use of speed cameras. But it’s just a pilot project in a handful of jurisdictions.[aside postID=news_12067175 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/250418-SFPDFile-46-BL_qed.jpg']Marc T. Vukcevich, director of state policy for advocacy group Streets For All, considers it a win — but a modest one.\u003c/p>\n\u003cp>“This shit is not enough to deal with the size and severity and the complexity of the problem we have when it comes to violence on our roadways,” Vukcevich said.\u003c/p>\n\u003cp>Gov. Gavin Newsom declined an interview request. Last year, he vetoed a bill that would have required technology that alerts drivers when they’re speeding.\u003c/p>\n\u003cp>The state DMV, which is under his authority, has wide latitude to take dangerous drivers off the road. But it \u003ca href=\"https://calmatters.org/investigation/2025/04/license-to-kill/\">routinely allows drivers with extreme histories\u003c/a> of dangerous driving to continue to operate on our roadways, where many go on to kill.\u003c/p>\n\u003cp>Steve Gordon, whom Newsom chose to run the agency in 2019, won’t talk about it. He has declined or ignored CalMatters requests for an interview.\u003c/p>\n\u003cp>The agency simply released a statement from him in March, after our first interview request, touting modernization efforts that reflect an “ongoing commitment to enhancing accountability and transparency while continually refining our processes to ensure California’s roads are safer for everyone.”\u003c/p>\n\u003cp>Neither Newsom nor Gordon has announced any major changes since then.\u003c/p>\n\u003ch2>How a bill to fight DUIs fails in Sacramento\u003c/h2>\n\u003cp>For a brief moment earlier this year, Colin Campbell thought the state might finally do something about the scourge that changed his life one night in 2019.\u003c/p>\n\u003cp>A repeat drunk driver slammed into his Prius on the way to the family’s new home in Joshua Tree, killing his 17-year-old daughter, Ruby, and 14-year-old son, Hart.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-25-1024x683.jpg\" alt=\"On the steps of a building at night, two people hug beside a microphone, while rows of small orange traffic cones and string lights line the stairs, each cone paired with a photo of a person, creating a memorial-like display.\">\u003cfigcaption>Erika Pringle, at right, embraces Allison Lyman, whose son died in a collision, during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photo by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>Campbell, a writer and director from Los Angeles, began advocating for California to join most other states and create a law requiring in-car breathalyzers for anyone convicted of a DUI.\u003c/p>\n\u003cp>At first he was encouraged when the bill coasted through two legislative committees. But then came the roadblocks.\u003c/p>\n\u003cp>The ACLU opposed the measure, calling it “a form of racialized wealth extraction,” according to a Senate Public Safety Committee report from July. In California, people forced to use the devices have to pay about $100 a month to a private company to rent them, though there’s supposed to be a sliding fee scale based on income.\u003c/p>\n\u003cp>Then the DMV\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260AB366\"> told lawmakers\u003c/a> that it could not “complete the necessary programming” for the law, citing possible technology delays and costs of $15 million or more.\u003c/p>\n\u003cp>The bill was gutted. California couldn’t do something that nearly three dozen other states could.\u003c/p>\n\u003cp>Campbell called the sudden reversal a shameful example of forsaking public safety for bureaucracy.[aside postID=news_12058605 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS40878_001_KQED_MarketStCarFree_01232020_8469-qut-1020x680.jpg']“Our lives were destroyed that night,” he said. “If these people’s children had been killed by a drunk driver, there is no way they would be objecting to this.”\u003c/p>\n\u003cp>Even if the law had passed, DMV data suggests that California judges would have mostly ignored it.\u003c/p>\n\u003cp>State law says judges have to require in-car breathalyzers for people convicted of repeat DUIs. Last month, the DMV issued a report reinforcing what a similar report laid out two years earlier. Judges across the state ordered the devices just one-third of the time for repeat offenders. In 14 counties, they ordered the devices less than 10% of the time for second-time DUI offenders. The counties are: Alameda, Colusa, Glenn, Lassen, Los Angeles, Madera, Mono, Plumas, Sacramento, San Luis Obispo, Santa Cruz, Sierra, Tulare and Yuba.\u003c/p>\n\u003cp>DMV officials did not answer questions about what, if anything, the agency was doing about it.\u003c/p>\n\u003cp>We reached out to all 14 counties’ courts. Only eight responded to questions.\u003c/p>\n\u003cp>Chris Ruhl, executive officer for the Glenn County Superior Court, said the court is looking at local changes.\u003c/p>\n\u003cp>“Given the light CalMatters is bringing to this issue … the Glenn Court will review its current DUI sentencing practices,” according to a statement.\u003c/p>\n\u003cp>Glenn was one of a number of counties — including LA, Alameda and San Luis Obispo — that also suggested it wasn’t their judges’ responsibility to issue a court order. They said they only needed to notify the DMV of the convictions.\u003c/p>\n\u003cp>However, the law is clear: It’s the judge’s job to order the offender to use the device, said Jerry Hill, the retired Bay Area Democrat who wrote the bill.\u003c/p>\n\u003cp>When he worked in the Capitol, Hill said he also saw little urgency to rein in intoxicated driving.\u003c/p>\n\u003cp>“If you ask any legislator, they are going to say it’s a terrible, terrible thing,” he said.\u003c/p>\n\u003cp>But he said committee chairs and staff members who set the tone and write analyses often shied away from increasing criminal penalties.\u003c/p>\n\u003cp>“That’s where we see a lack of understanding, in my view, of the devastating effect of drunk driving in California,” he said.\u003c/p>\n\u003ch2>Lawmakers say next session could bring change\u003c/h2>\n\u003cp>A number of lawmakers said they are aware of the carnage on our roadways and plan to do something about it this coming legislative session, maybe.\u003c/p>\n\u003cp>Sen. Bob Archuleta, a Democrat from Norwalk who sits on the Transportation Committee, lost his granddaughter to a drunk driver just before Christmas last year. He said he recently met with representatives from Mothers Against Drunk Driving and is considering possible bills.\u003c/p>\n\u003cfigure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-27-1024x683.jpg\" alt=\"People stand on the steps of a building during a nighttime vigil, holding candles and a large framed portrait of a young woman. Orange cones and small memorial photos line the stairs, illuminated by string lights, while a speaker reads from a phone and others face the crowd.\">\u003c/figure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-06-1024x682.jpg\" alt=\"A woman wearing a memorial hoodie stands behind a table covered with framed photos, candles, and keepsakes honoring a young person. Other people nearby hold large portrait posters during a nighttime vigil outside a government building, with trees and lit windows in the background.\">\u003c/figure>\u003cfigcaption>\u003cstrong>First: \u003c/strong>At far right, Fumiko Torres speaks about losing Rayanna Diaz while standing alongside other family members during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims event at the Capitol in Sacramento on Nov. 16, 2025. \u003cstrong>Last: \u003c/strong>Allison Lyman stands at a table honoring her son Connor, who was killed in a traffic collision, before the start of a candlelight vigil as part of the World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photos by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>“This is not a Republican issue, a Democrat issue, an independent issue — or political issue. This is a life-saving issue,” he said. “We should all take it as seriously as the family that lost a loved one.”\u003c/p>\n\u003cp>Democratic Assemblymember Nick Schultz of Burbank said he is considering introducing at least one measure next year to address loopholes and weaknesses in state law.\u003c/p>\n\u003cp>Schultz, who started his career prosecuting DUI cases in Oregon and now chairs the Assembly’s Public Safety Committee, said he is weighing several potential measures that would address issues CalMatters highlighted in its reporting this year, including lengthening license suspensions after fatal crashes, lowering the bar to charge repeat drunk drivers with a felony, strengthening breathalyzer requirements and making sure vehicular manslaughter convictions get reported to the DMV.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>People are tired of seeing the needless loss of life on our roadways,” Schultz said. “There’s no way to legislatively make someone make the right choice. But what we can do is create an incentive structure where there are consequences for bad decisions.”\u003c/p>\n\u003cp>In the absence of more leadership at the state level, road safety advocates — many of whom joined the cause after losing a loved one to a preventable car crash — are taking it on themselves to try to force change. They’re meeting with lawmakers and officials, holding public events, telling their stories.\u003c/p>\n\u003cp>Jennifer Levi started working with MADD after her son, Braun, was killed in May while he was out walking with friends in Manhattan Beach. She said they’d only recently relocated to the area after the family home burned down in the Palisades fire, destroying “all of Braun’s pictures, videos from when he was born.”[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']The driver who killed her son was allegedly intoxicated and had a prior DUI arrest.\u003c/p>\n\u003cp>“The worst day of my life is now my life’s work. I will not stop until California changes,” Levi said.\u003c/p>\n\u003cp>In the months since her son’s death, Levi said, she’s met with any officials or influential people she could — current and former lawmakers, district attorneys, local council members, a lobbyist, and members of the media. Among the changes she wants: to make it easier to charge repeat DUI offenders with murder when they kill someone, to make fatal DUIs a violent felony and to increase penalties for hit-and-run fatalities. As CalMatters reported in October, California law often treats drunken vehicular manslaughter as a nonviolent crime with minimal time behind bars.\u003c/p>\n\u003cp>Levi calls her push to reform the system “Braun’s Bill.”\u003c/p>\n\u003cp>Many grieving families share a similar goal: for those they lost to be remembered by a state and society that seem indifferent. That desire was on display last month during an event in Sacramento to mark the World Day of Remembrance for Road Traffic Victims.\u003c/p>\n\u003cp>On a cold Sunday evening in mid-November, after a break in the rain, dozens of relatives of people killed in car crashes gathered on the dark steps of the state Capitol for a candlelight vigil. They fought to keep photos on posterboards upright in the gale-force winds. Family by family, they ascended the steps, stood above a display of orange cones lit with strands of white lights and addressed the onlookers, talking about their loved ones and what was lost — children left without their mother, mothers without their children, a wife left without the love of her life.\u003c/p>\n\u003cp>“Every day I live and I wake up and I pretend like I’m happy. Every day I wish my stairs would make noise. I miss being called mom,” said Angel Dela Cruz, whose 17-year-old son Edward Alvidrez Jr. was hit by a truck while riding a dirt bike in Madera County in 2022.\u003c/p>\n\u003cp>“I hope we all get justice,” she said.\u003c/p>\n\u003cp>The event ended with a moment of quiet reflection and a prayer before the families put away their pictures and walked off, the Capitol behind them locked, silent.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2025/12/california-roadway-deaths-inaction/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "‘If these people’s children had been killed by a drunk driver, there is no way they would be objecting to this.’\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At a California State Senate committee hearing this year, the director of \u003ca href=\"https://www.kqed.org/news/tag/caltrans\">CalTrans\u003c/a>, Tony Tavares, showed a simple chart that might have caused the assembled lawmakers some alarm.\u003c/p>\n\u003cp>It was a series of black bars representing the \u003ca href=\"https://www.kqed.org/news/12063749/californias-lax-dui-laws-lead-to-spike-in-alcohol-related-roadway-deaths\">death toll on California’s roads\u003c/a> in each of the past 20 years.\u003c/p>\n\u003cp>Fatalities had been falling until 2010, when the bars started getting longer and longer. A blood-red arrow shot up over the growing lines, charting their rise, as if to make sure nobody could miss the more than 60% increase in deaths.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are working to reverse the overall trend,” Tavares said.\u003c/p>\n\u003cp>No legislators asked about the chart. No one asked the director what, exactly, his agency was doing about it.\u003c/p>\n\u003cp>Over the next three hours, the Senate Transportation Committee members asked instead about homeless encampments along roads, gas tax revenue, gender identity on ID’s and planning for the 2028 Olympics in Los Angeles.\u003c/p>\n\u003cfigure id=\"attachment_12068087\" class=\"wp-caption aligncenter\" style=\"max-width: 779px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068087\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg\" alt=\"\" width=\"779\" height=\"445\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01.jpeg 779w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/120425-Senate-Standing-Committee-on-Transportation-CM-01-160x91.jpeg 160w\" sizes=\"auto, (max-width: 779px) 100vw, 779px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The chart presented by then-CalTrans Director Tony Tavares at the Senate Transportation Committee hearing on March 11, 2025. \u003ccite>(Courtesy CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The committee chair said it was the legislature’s first informational hearing on the state’s transportation system in more than a decade. Yet only two senators — both Republicans with little legislative power in a state controlled by Democrats — even asked about dangerous driving, one following up with questions about a deadly stretch of road in her district and the other about a small California Highway Patrol program to target egregious behavior behind the wheel.\u003c/p>\n\u003cp>Over the past decade, nearly 40,000 people have died and more than 2 million have been injured on California roads. As an \u003ca href=\"https://calmatters.org/series/license-to-kill/\">ongoing CalMatters investigation\u003c/a> has shown this year, time and again those crashes were caused by repeat drunk drivers, chronic speeders and motorists with well-documented histories of recklessness behind the wheel. Year after year, officials with the power to do something about it — the governor, legislators, the courts, the Department of Motor Vehicles — have failed to act.\u003c/p>\n\u003cp>The silence, in the face of a threat that endangers nearly every Californian, is damning.\u003c/p>\n\u003cp>California has some of \u003ca href=\"https://calmatters.org/investigation/2025/10/california-dui-failure/\">the weakest DUI laws in the nation\u003c/a>. Here, DUI-related deaths have been rising more than twice as fast as the rest of the country. But this fall, a state bill to strengthen DUI penalties was gutted at the last minute.\u003c/p>\n\u003cp>When it comes to speeding — one of the biggest causes of fatal crashes — again the legislature has done little. For two years in a row, bills that would have required the use of speed-limiting technology on vehicles have failed.\u003c/p>\n\u003cp>Lawmakers did pass legislation a couple years ago that allows the use of speed cameras. But it’s just a pilot project in a handful of jurisdictions.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Marc T. Vukcevich, director of state policy for advocacy group Streets For All, considers it a win — but a modest one.\u003c/p>\n\u003cp>“This shit is not enough to deal with the size and severity and the complexity of the problem we have when it comes to violence on our roadways,” Vukcevich said.\u003c/p>\n\u003cp>Gov. Gavin Newsom declined an interview request. Last year, he vetoed a bill that would have required technology that alerts drivers when they’re speeding.\u003c/p>\n\u003cp>The state DMV, which is under his authority, has wide latitude to take dangerous drivers off the road. But it \u003ca href=\"https://calmatters.org/investigation/2025/04/license-to-kill/\">routinely allows drivers with extreme histories\u003c/a> of dangerous driving to continue to operate on our roadways, where many go on to kill.\u003c/p>\n\u003cp>Steve Gordon, whom Newsom chose to run the agency in 2019, won’t talk about it. He has declined or ignored CalMatters requests for an interview.\u003c/p>\n\u003cp>The agency simply released a statement from him in March, after our first interview request, touting modernization efforts that reflect an “ongoing commitment to enhancing accountability and transparency while continually refining our processes to ensure California’s roads are safer for everyone.”\u003c/p>\n\u003cp>Neither Newsom nor Gordon has announced any major changes since then.\u003c/p>\n\u003ch2>How a bill to fight DUIs fails in Sacramento\u003c/h2>\n\u003cp>For a brief moment earlier this year, Colin Campbell thought the state might finally do something about the scourge that changed his life one night in 2019.\u003c/p>\n\u003cp>A repeat drunk driver slammed into his Prius on the way to the family’s new home in Joshua Tree, killing his 17-year-old daughter, Ruby, and 14-year-old son, Hart.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-25-1024x683.jpg\" alt=\"On the steps of a building at night, two people hug beside a microphone, while rows of small orange traffic cones and string lights line the stairs, each cone paired with a photo of a person, creating a memorial-like display.\">\u003cfigcaption>Erika Pringle, at right, embraces Allison Lyman, whose son died in a collision, during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photo by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>Campbell, a writer and director from Los Angeles, began advocating for California to join most other states and create a law requiring in-car breathalyzers for anyone convicted of a DUI.\u003c/p>\n\u003cp>At first he was encouraged when the bill coasted through two legislative committees. But then came the roadblocks.\u003c/p>\n\u003cp>The ACLU opposed the measure, calling it “a form of racialized wealth extraction,” according to a Senate Public Safety Committee report from July. In California, people forced to use the devices have to pay about $100 a month to a private company to rent them, though there’s supposed to be a sliding fee scale based on income.\u003c/p>\n\u003cp>Then the DMV\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billAnalysisClient.xhtml?bill_id=202520260AB366\"> told lawmakers\u003c/a> that it could not “complete the necessary programming” for the law, citing possible technology delays and costs of $15 million or more.\u003c/p>\n\u003cp>The bill was gutted. California couldn’t do something that nearly three dozen other states could.\u003c/p>\n\u003cp>Campbell called the sudden reversal a shameful example of forsaking public safety for bureaucracy.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Our lives were destroyed that night,” he said. “If these people’s children had been killed by a drunk driver, there is no way they would be objecting to this.”\u003c/p>\n\u003cp>Even if the law had passed, DMV data suggests that California judges would have mostly ignored it.\u003c/p>\n\u003cp>State law says judges have to require in-car breathalyzers for people convicted of repeat DUIs. Last month, the DMV issued a report reinforcing what a similar report laid out two years earlier. Judges across the state ordered the devices just one-third of the time for repeat offenders. In 14 counties, they ordered the devices less than 10% of the time for second-time DUI offenders. The counties are: Alameda, Colusa, Glenn, Lassen, Los Angeles, Madera, Mono, Plumas, Sacramento, San Luis Obispo, Santa Cruz, Sierra, Tulare and Yuba.\u003c/p>\n\u003cp>DMV officials did not answer questions about what, if anything, the agency was doing about it.\u003c/p>\n\u003cp>We reached out to all 14 counties’ courts. Only eight responded to questions.\u003c/p>\n\u003cp>Chris Ruhl, executive officer for the Glenn County Superior Court, said the court is looking at local changes.\u003c/p>\n\u003cp>“Given the light CalMatters is bringing to this issue … the Glenn Court will review its current DUI sentencing practices,” according to a statement.\u003c/p>\n\u003cp>Glenn was one of a number of counties — including LA, Alameda and San Luis Obispo — that also suggested it wasn’t their judges’ responsibility to issue a court order. They said they only needed to notify the DMV of the convictions.\u003c/p>\n\u003cp>However, the law is clear: It’s the judge’s job to order the offender to use the device, said Jerry Hill, the retired Bay Area Democrat who wrote the bill.\u003c/p>\n\u003cp>When he worked in the Capitol, Hill said he also saw little urgency to rein in intoxicated driving.\u003c/p>\n\u003cp>“If you ask any legislator, they are going to say it’s a terrible, terrible thing,” he said.\u003c/p>\n\u003cp>But he said committee chairs and staff members who set the tone and write analyses often shied away from increasing criminal penalties.\u003c/p>\n\u003cp>“That’s where we see a lack of understanding, in my view, of the devastating effect of drunk driving in California,” he said.\u003c/p>\n\u003ch2>Lawmakers say next session could bring change\u003c/h2>\n\u003cp>A number of lawmakers said they are aware of the carnage on our roadways and plan to do something about it this coming legislative session, maybe.\u003c/p>\n\u003cp>Sen. Bob Archuleta, a Democrat from Norwalk who sits on the Transportation Committee, lost his granddaughter to a drunk driver just before Christmas last year. He said he recently met with representatives from Mothers Against Drunk Driving and is considering possible bills.\u003c/p>\n\u003cfigure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-27-1024x683.jpg\" alt=\"People stand on the steps of a building during a nighttime vigil, holding candles and a large framed portrait of a young woman. Orange cones and small memorial photos line the stairs, illuminated by string lights, while a speaker reads from a phone and others face the crowd.\">\u003c/figure>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/12/111625-Traffic-Vigil-FG-CM-06-1024x682.jpg\" alt=\"A woman wearing a memorial hoodie stands behind a table covered with framed photos, candles, and keepsakes honoring a young person. Other people nearby hold large portrait posters during a nighttime vigil outside a government building, with trees and lit windows in the background.\">\u003c/figure>\u003cfigcaption>\u003cstrong>First: \u003c/strong>At far right, Fumiko Torres speaks about losing Rayanna Diaz while standing alongside other family members during a candlelight vigil as part of The World Day of Remembrance for Road Traffic Victims event at the Capitol in Sacramento on Nov. 16, 2025. \u003cstrong>Last: \u003c/strong>Allison Lyman stands at a table honoring her son Connor, who was killed in a traffic collision, before the start of a candlelight vigil as part of the World Day of Remembrance for Road Traffic Victims at the Capitol in Sacramento on Nov. 16, 2025. Photos by Fred Greaves for CalMatters\u003c/figcaption>\u003c/figure>\n\u003cp>“This is not a Republican issue, a Democrat issue, an independent issue — or political issue. This is a life-saving issue,” he said. “We should all take it as seriously as the family that lost a loved one.”\u003c/p>\n\u003cp>Democratic Assemblymember Nick Schultz of Burbank said he is considering introducing at least one measure next year to address loopholes and weaknesses in state law.\u003c/p>\n\u003cp>Schultz, who started his career prosecuting DUI cases in Oregon and now chairs the Assembly’s Public Safety Committee, said he is weighing several potential measures that would address issues CalMatters highlighted in its reporting this year, including lengthening license suspensions after fatal crashes, lowering the bar to charge repeat drunk drivers with a felony, strengthening breathalyzer requirements and making sure vehicular manslaughter convictions get reported to the DMV.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>People are tired of seeing the needless loss of life on our roadways,” Schultz said. “There’s no way to legislatively make someone make the right choice. But what we can do is create an incentive structure where there are consequences for bad decisions.”\u003c/p>\n\u003cp>In the absence of more leadership at the state level, road safety advocates — many of whom joined the cause after losing a loved one to a preventable car crash — are taking it on themselves to try to force change. They’re meeting with lawmakers and officials, holding public events, telling their stories.\u003c/p>\n\u003cp>Jennifer Levi started working with MADD after her son, Braun, was killed in May while he was out walking with friends in Manhattan Beach. She said they’d only recently relocated to the area after the family home burned down in the Palisades fire, destroying “all of Braun’s pictures, videos from when he was born.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The driver who killed her son was allegedly intoxicated and had a prior DUI arrest.\u003c/p>\n\u003cp>“The worst day of my life is now my life’s work. I will not stop until California changes,” Levi said.\u003c/p>\n\u003cp>In the months since her son’s death, Levi said, she’s met with any officials or influential people she could — current and former lawmakers, district attorneys, local council members, a lobbyist, and members of the media. Among the changes she wants: to make it easier to charge repeat DUI offenders with murder when they kill someone, to make fatal DUIs a violent felony and to increase penalties for hit-and-run fatalities. As CalMatters reported in October, California law often treats drunken vehicular manslaughter as a nonviolent crime with minimal time behind bars.\u003c/p>\n\u003cp>Levi calls her push to reform the system “Braun’s Bill.”\u003c/p>\n\u003cp>Many grieving families share a similar goal: for those they lost to be remembered by a state and society that seem indifferent. That desire was on display last month during an event in Sacramento to mark the World Day of Remembrance for Road Traffic Victims.\u003c/p>\n\u003cp>On a cold Sunday evening in mid-November, after a break in the rain, dozens of relatives of people killed in car crashes gathered on the dark steps of the state Capitol for a candlelight vigil. They fought to keep photos on posterboards upright in the gale-force winds. Family by family, they ascended the steps, stood above a display of orange cones lit with strands of white lights and addressed the onlookers, talking about their loved ones and what was lost — children left without their mother, mothers without their children, a wife left without the love of her life.\u003c/p>\n\u003cp>“Every day I live and I wake up and I pretend like I’m happy. Every day I wish my stairs would make noise. I miss being called mom,” said Angel Dela Cruz, whose 17-year-old son Edward Alvidrez Jr. was hit by a truck while riding a dirt bike in Madera County in 2022.\u003c/p>\n\u003cp>“I hope we all get justice,” she said.\u003c/p>\n\u003cp>The event ended with a moment of quiet reflection and a prayer before the families put away their pictures and walked off, the Capitol behind them locked, silent.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/investigation/2025/12/california-roadway-deaths-inaction/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Mere hours after his Jan. 20 inauguration, President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> issued an executive order stating that the federal government would recognize only two sexes, male and female. The State Department subsequently \u003ca href=\"https://www.kqed.org/news/12029428/how-californians-can-start-changing-names-and-gender-markers-on-government-ids\">eliminated\u003c/a> the “X” gender as an option and suspended its previous policy that permitted transgender, intersex and nonbinary people to update gender markers on their passports.\u003c/p>\n\u003cp>Lawsuits against the administration quickly followed, and, for the rest of 2025, guidelines around gender markers flip-flopped. In the middle of the year, a preliminary injunction paused Trump’s order, allowing Americans to get gender markers that matched their identity.\u003c/p>\n\u003cp>However, in early \u003ca href=\"https://apnews.com/article/trump-transgender-nonbinary-passport-sex-marker-5040c6412e06a072889af30cfae97462\">November\u003c/a>, the \u003ca href=\"https://news.gallup.com/poll/695759/new-high-say-supreme-court-too-conservative.aspx\">conservative-leaning\u003c/a> Supreme Court allowed the Trump administration to enforce its initial policy through an emergency stay.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It is no longer possible for people to get an accurate passport,” explained Carl Charles, senior attorney at \u003ca href=\"https://lambdalegal.org/\">Lambda Legal\u003c/a>, a New York-based organization serving LGBTQ+ people across the country. Charles, based in Atlanta, is currently part of a separate lawsuit against the State Department on behalf of \u003ca href=\"https://lambdalegal.org/case/schlacter-v-us-dept-of-state/\">seven transgender people\u003c/a> impacted by Trump’s gender-marker policy.\u003c/p>\n\u003cp>The back-and-forth has left transgender and intersex Americans confused and stressed about the state of their documentation.\u003c/p>\n\u003cfigure id=\"attachment_12067542\" class=\"wp-caption alignleft\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067542\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles.jpg\" alt=\"\" width=\"1000\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles-160x107.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">Carl Charles, Counsel in the Southern Regional Office of Lambda Legal. \u003ccite>(Courtesy of Lambda Legal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s really no purpose for policies like this one, apart from making the people it affects’ lives miserable,” said Alexis Levy, a San Francisco-based lawyer who specializes in \u003ca href=\"https://www.identityaffirmation.org/about\">name and gender-marker changes\u003c/a>.\u003c/p>\n\u003cp>There is still hope for the policy to be reversed again, Charles said. The lawsuit, filed by the American Civil Liberties Union, is still ongoing, and advocates are “optimistic” about “a positive resolution.”\u003c/p>\n\u003cp>However, in the meantime, “this means that the discriminatory policy is in place,” he said.\u003c/p>\n\u003cp>Amid the uncertainty around the current passport policy, KQED spoke to Charles about what transgender, intersex and nonbinary Americans should know about their passports and federal documentation, ahead of a busy holiday travel season.\u003c/p>\n\u003cp>This interview has been condensed and edited for clarity. Keep in mind that this is not legal advice, and it is best to consult with an expert on your specific situation.\u003c/p>\n\u003cp>\u003cstrong>Nisa Khan: \u003c/strong>The State Department has been \u003ca href=\"https://www.erininthemorning.com/p/trump-admin-quietly-changes-state?utm_source=post-email-title&publication_id=994764&post_id=178905046&utm_campaign=email-post-title&isFreemail=true&r=1thvn9&triedRedirect=true&utm_medium=email\">vague\u003c/a> about whether it will invalidate passports that have the X gender marker or updated gender markers. Have there been cases where someone has had their passport denied?\u003c/p>\n\u003cp>\u003cstrong>Carl Charles:\u003c/strong> There are federal regulations that permit the revocation of passports that the State Department determines were issued, for example, on the basis of fraud, such as if someone is using a fake identity or using someone else’s identity to obtain a passport.\u003c/p>\n\u003cp>But it is pretty difficult for the State Department to go and change a passport that was validly issued.\u003c/p>\n\u003cp>That’s not to say they couldn’t try, but we have been hearing from trans and intersex community members across the United States who have confirmed for us that their passports issued under the preliminary injunction in the ACLU’s case remain valid.\u003c/p>\n\u003cfigure id=\"attachment_12067210\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067210\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>They have not had issues at airports or crossing international borders, and I’m really happy to be able to share that that continues to be people’s experience, we are hearing from at our legal help desk with Lambda Legal.\u003c/p>\n\u003cp>We have not heard of the State Department taking action to revoke any of those legally and correctly issued passports. If that happens, we will update our \u003ca href=\"https://lambdalegal.org/tgnc-checklist-under-trump/\">information materials on our website immediately\u003c/a>.\u003c/p>\n\u003cp>I am not denying that the climate in which we are living right now under the Trump administration is \u003ca href=\"https://www.kqed.org/news/tag/transgender\">explicitly anti-trans\u003c/a>. Anti-LGBT, anti-trans specifically. That is just the truth of the moment we are living in.\u003c/p>\n\u003cp>I think people need to continue to live their lives and make decisions that are based on the best information and reflect their own sort of risk assessment.\u003c/p>\n\u003cp>\u003cstrong>Have you heard of any cases of people being questioned at Transportation Security Administration (TSA) screening?\u003c/strong>[aside postID=news_12065480 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20250725_KaiserTransProtest_GC-1_qed.jpg']We know broadly that \u003ca href=\"https://daily.jstor.org/going-through-tsa-while-trans/\">trans people have always had issues with TSA,\u003c/a> as a result of gender nonconformity or TSA’s gender policing.\u003c/p>\n\u003cp>But as it relates to people’s specific passports, no one is being flagged, taken aside, asked more questions, prevented from leaving the country or prevented from returning to the country. So that continues to be the best and most up-to-date information to share with people.\u003c/p>\n\u003cp>\u003cstrong>What are you recommending to people who \u003cem>are \u003c/em>nervous about flying in this climate? Are there any documents they should be carrying? \u003c/strong>\u003c/p>\n\u003cp>We are continuing to recommend to people that if they are traveling internationally, they carry additional copies of their identity documents.\u003c/p>\n\u003cp>Bring a copy of your certified name change, and bring a copy of your gender order change. Bring a copy of your correct birth certificate.\u003c/p>\n\u003cp>You just want to have more copies of these things, not because you know that you’re going to be asked for them, but because it’s a good idea to have them. In the event that you need them, they’re right there in a folder in your backpack.\u003c/p>\n\u003cp>\u003cstrong>How can friends or loved ones help?\u003c/strong>\u003c/p>\n\u003cp>We also include a recommendation that travelers have a group of people that they are communicating with via text or phone call as they are traveling, wherever they’re going.\u003c/p>\n\u003cp>Some people are doing this for domestic travel. I would say absolutely do this if you’re traveling internationally: have someone, have two people actually, that you’re talking to via text or via phone call, and let them know when you’re approaching the security line.\u003c/p>\n\u003cfigure id=\"attachment_144165\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-144165\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2014/08/470823295-e1766003646657.jpg\" alt=\"A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images) \u003ccite>(David McNew/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Say, “OK, I’m getting in the security line, I’m gonna go through this checkpoint. If I don’t text you in an hour, you know where I last was.”\u003c/p>\n\u003cp>That’s just good safety planning. But I think it’s especially helpful in this moment, where trans people are living in a climate that is very circumspect of our existence and is targeting us for discrimination. I think that’s an even more important step to take for personal security.\u003c/p>\n\u003cp>\u003cstrong>If someone were to be stopped at TSA, what is some guidance for the traveler?\u003c/strong>\u003c/p>\n\u003cp>I know it’s easier said than done, but the best thing you can do is stay really calm.\u003c/p>\n\u003cp>It is always a good idea to try to make a record. Try to take notes about what is happening while it’s happening. Even if the notes you’re taking are in your head, you want to remember and try to note everything that happens along the timeline of what’s occurring.[aside postID=news_12029428 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250226-NAMEGENDERMARKERS-12-BL-KQED-1020x680.jpg']It’s always a good idea to try to identify the people who are talking to you. If you get pulled aside for a pat down, you’re permitted to ask for an officer’s badge number or for their name.\u003c/p>\n\u003cp>Note as closely as possible what time it was, why you were pulled aside in the TSA line or in customs. You can communicate very clearly. You can ask questions.\u003c/p>\n\u003cp>And you can say if you think your rights are being violated, “This is not right, this should not be happening, my passport is valid.”\u003c/p>\n\u003cp>What I recommend is, immediately after, call someone and tell them what happened, and have them take notes for you. Have them write down everything for you, have them type notes into a Word document, so that someone else is helping you to reflect on what happened.\u003c/p>\n\u003cp>I do know some people in advance of travel who reached out and consulted a lawyer. They can’t go through border protection with you. So the best that they can do really is be on the phone with you until you have to put your phone in the security bin and send it through the scanner, and then they can talk to you afterward.\u003c/p>\n\u003cp>\u003cstrong>More resources and support\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://lambdalegal.org/tgnc-checklist-under-trump/\">Lambda Legal’s guide to passport and identity documents \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lambdalegal.org/helpdesk/\">Lambda Legal’s help desk\u003c/a> (cannot assist in emergencies)\u003c/li>\n\u003cli>\u003ca href=\"https://transequality.org/transgender-legal-services-network\">Trans Legal Services Network directory\u003c/a>\u003c/li>\n\u003cli>San Francisco’s \u003ca href=\"https://www.sf.gov/information--tgnci-legal-services\">list of resources for transgender, gender non-conforming & intersex residents\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.americanbar.org/groups/diversity/sexual_orientation/resources/transgenderrights/\">American Bar Association\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbtqbar.org/about/gethelp/\">LGBTQ+ Bar\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfcenter.org/resources/page/3/\">SF LGBT Center\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.translifeline.org/hotline\">Trans Lifeline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://transequality.org/resources/know-your-rights-airport-security\">Advocates for Trans Equality\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://transgenderlawcenter.org/\">Transgender Law Center\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbthotline.org/\">LGBT National Hotline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.lgbthotline.org/senior-hotline\">LGBT National Senior Hotline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbthotline.org/youth-talkline\">LGBT National Youth Talkline\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Mere hours after his Jan. 20 inauguration, President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> issued an executive order stating that the federal government would recognize only two sexes, male and female. The State Department subsequently \u003ca href=\"https://www.kqed.org/news/12029428/how-californians-can-start-changing-names-and-gender-markers-on-government-ids\">eliminated\u003c/a> the “X” gender as an option and suspended its previous policy that permitted transgender, intersex and nonbinary people to update gender markers on their passports.\u003c/p>\n\u003cp>Lawsuits against the administration quickly followed, and, for the rest of 2025, guidelines around gender markers flip-flopped. In the middle of the year, a preliminary injunction paused Trump’s order, allowing Americans to get gender markers that matched their identity.\u003c/p>\n\u003cp>However, in early \u003ca href=\"https://apnews.com/article/trump-transgender-nonbinary-passport-sex-marker-5040c6412e06a072889af30cfae97462\">November\u003c/a>, the \u003ca href=\"https://news.gallup.com/poll/695759/new-high-say-supreme-court-too-conservative.aspx\">conservative-leaning\u003c/a> Supreme Court allowed the Trump administration to enforce its initial policy through an emergency stay.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It is no longer possible for people to get an accurate passport,” explained Carl Charles, senior attorney at \u003ca href=\"https://lambdalegal.org/\">Lambda Legal\u003c/a>, a New York-based organization serving LGBTQ+ people across the country. Charles, based in Atlanta, is currently part of a separate lawsuit against the State Department on behalf of \u003ca href=\"https://lambdalegal.org/case/schlacter-v-us-dept-of-state/\">seven transgender people\u003c/a> impacted by Trump’s gender-marker policy.\u003c/p>\n\u003cp>The back-and-forth has left transgender and intersex Americans confused and stressed about the state of their documentation.\u003c/p>\n\u003cfigure id=\"attachment_12067542\" class=\"wp-caption alignleft\" style=\"max-width: 1000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067542\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles.jpg\" alt=\"\" width=\"1000\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles.jpg 1000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/Carl-Charles-160x107.jpg 160w\" sizes=\"auto, (max-width: 1000px) 100vw, 1000px\">\u003cfigcaption class=\"wp-caption-text\">Carl Charles, Counsel in the Southern Regional Office of Lambda Legal. \u003ccite>(Courtesy of Lambda Legal)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“There’s really no purpose for policies like this one, apart from making the people it affects’ lives miserable,” said Alexis Levy, a San Francisco-based lawyer who specializes in \u003ca href=\"https://www.identityaffirmation.org/about\">name and gender-marker changes\u003c/a>.\u003c/p>\n\u003cp>There is still hope for the policy to be reversed again, Charles said. The lawsuit, filed by the American Civil Liberties Union, is still ongoing, and advocates are “optimistic” about “a positive resolution.”\u003c/p>\n\u003cp>However, in the meantime, “this means that the discriminatory policy is in place,” he said.\u003c/p>\n\u003cp>Amid the uncertainty around the current passport policy, KQED spoke to Charles about what transgender, intersex and nonbinary Americans should know about their passports and federal documentation, ahead of a busy holiday travel season.\u003c/p>\n\u003cp>This interview has been condensed and edited for clarity. Keep in mind that this is not legal advice, and it is best to consult with an expert on your specific situation.\u003c/p>\n\u003cp>\u003cstrong>Nisa Khan: \u003c/strong>The State Department has been \u003ca href=\"https://www.erininthemorning.com/p/trump-admin-quietly-changes-state?utm_source=post-email-title&publication_id=994764&post_id=178905046&utm_campaign=email-post-title&isFreemail=true&r=1thvn9&triedRedirect=true&utm_medium=email\">vague\u003c/a> about whether it will invalidate passports that have the X gender marker or updated gender markers. Have there been cases where someone has had their passport denied?\u003c/p>\n\u003cp>\u003cstrong>Carl Charles:\u003c/strong> There are federal regulations that permit the revocation of passports that the State Department determines were issued, for example, on the basis of fraud, such as if someone is using a fake identity or using someone else’s identity to obtain a passport.\u003c/p>\n\u003cp>But it is pretty difficult for the State Department to go and change a passport that was validly issued.\u003c/p>\n\u003cp>That’s not to say they couldn’t try, but we have been hearing from trans and intersex community members across the United States who have confirmed for us that their passports issued under the preliminary injunction in the ACLU’s case remain valid.\u003c/p>\n\u003cfigure id=\"attachment_12067210\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067210\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251210-SFOEating-86-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" 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-caption-text\">Passengers wait for their flight at San Francisco International Airport on Dec. 10, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>They have not had issues at airports or crossing international borders, and I’m really happy to be able to share that that continues to be people’s experience, we are hearing from at our legal help desk with Lambda Legal.\u003c/p>\n\u003cp>We have not heard of the State Department taking action to revoke any of those legally and correctly issued passports. If that happens, we will update our \u003ca href=\"https://lambdalegal.org/tgnc-checklist-under-trump/\">information materials on our website immediately\u003c/a>.\u003c/p>\n\u003cp>I am not denying that the climate in which we are living right now under the Trump administration is \u003ca href=\"https://www.kqed.org/news/tag/transgender\">explicitly anti-trans\u003c/a>. Anti-LGBT, anti-trans specifically. That is just the truth of the moment we are living in.\u003c/p>\n\u003cp>I think people need to continue to live their lives and make decisions that are based on the best information and reflect their own sort of risk assessment.\u003c/p>\n\u003cp>\u003cstrong>Have you heard of any cases of people being questioned at Transportation Security Administration (TSA) screening?\u003c/strong>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>We know broadly that \u003ca href=\"https://daily.jstor.org/going-through-tsa-while-trans/\">trans people have always had issues with TSA,\u003c/a> as a result of gender nonconformity or TSA’s gender policing.\u003c/p>\n\u003cp>But as it relates to people’s specific passports, no one is being flagged, taken aside, asked more questions, prevented from leaving the country or prevented from returning to the country. So that continues to be the best and most up-to-date information to share with people.\u003c/p>\n\u003cp>\u003cstrong>What are you recommending to people who \u003cem>are \u003c/em>nervous about flying in this climate? Are there any documents they should be carrying? \u003c/strong>\u003c/p>\n\u003cp>We are continuing to recommend to people that if they are traveling internationally, they carry additional copies of their identity documents.\u003c/p>\n\u003cp>Bring a copy of your certified name change, and bring a copy of your gender order change. Bring a copy of your correct birth certificate.\u003c/p>\n\u003cp>You just want to have more copies of these things, not because you know that you’re going to be asked for them, but because it’s a good idea to have them. In the event that you need them, they’re right there in a folder in your backpack.\u003c/p>\n\u003cp>\u003cstrong>How can friends or loved ones help?\u003c/strong>\u003c/p>\n\u003cp>We also include a recommendation that travelers have a group of people that they are communicating with via text or phone call as they are traveling, wherever they’re going.\u003c/p>\n\u003cp>Some people are doing this for domestic travel. I would say absolutely do this if you’re traveling internationally: have someone, have two people actually, that you’re talking to via text or via phone call, and let them know when you’re approaching the security line.\u003c/p>\n\u003cfigure id=\"attachment_144165\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-144165\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2014/08/470823295-e1766003646657.jpg\" alt=\"A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images)\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">A TSA arm patch is seen at Los Angeles International Airport in February 2014. (David McNew/Getty Images) \u003ccite>(David McNew/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Say, “OK, I’m getting in the security line, I’m gonna go through this checkpoint. If I don’t text you in an hour, you know where I last was.”\u003c/p>\n\u003cp>That’s just good safety planning. But I think it’s especially helpful in this moment, where trans people are living in a climate that is very circumspect of our existence and is targeting us for discrimination. I think that’s an even more important step to take for personal security.\u003c/p>\n\u003cp>\u003cstrong>If someone were to be stopped at TSA, what is some guidance for the traveler?\u003c/strong>\u003c/p>\n\u003cp>I know it’s easier said than done, but the best thing you can do is stay really calm.\u003c/p>\n\u003cp>It is always a good idea to try to make a record. Try to take notes about what is happening while it’s happening. Even if the notes you’re taking are in your head, you want to remember and try to note everything that happens along the timeline of what’s occurring.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It’s always a good idea to try to identify the people who are talking to you. If you get pulled aside for a pat down, you’re permitted to ask for an officer’s badge number or for their name.\u003c/p>\n\u003cp>Note as closely as possible what time it was, why you were pulled aside in the TSA line or in customs. You can communicate very clearly. You can ask questions.\u003c/p>\n\u003cp>And you can say if you think your rights are being violated, “This is not right, this should not be happening, my passport is valid.”\u003c/p>\n\u003cp>What I recommend is, immediately after, call someone and tell them what happened, and have them take notes for you. Have them write down everything for you, have them type notes into a Word document, so that someone else is helping you to reflect on what happened.\u003c/p>\n\u003cp>I do know some people in advance of travel who reached out and consulted a lawyer. They can’t go through border protection with you. So the best that they can do really is be on the phone with you until you have to put your phone in the security bin and send it through the scanner, and then they can talk to you afterward.\u003c/p>\n\u003cp>\u003cstrong>More resources and support\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://lambdalegal.org/tgnc-checklist-under-trump/\">Lambda Legal’s guide to passport and identity documents \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lambdalegal.org/helpdesk/\">Lambda Legal’s help desk\u003c/a> (cannot assist in emergencies)\u003c/li>\n\u003cli>\u003ca href=\"https://transequality.org/transgender-legal-services-network\">Trans Legal Services Network directory\u003c/a>\u003c/li>\n\u003cli>San Francisco’s \u003ca href=\"https://www.sf.gov/information--tgnci-legal-services\">list of resources for transgender, gender non-conforming & intersex residents\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.americanbar.org/groups/diversity/sexual_orientation/resources/transgenderrights/\">American Bar Association\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbtqbar.org/about/gethelp/\">LGBTQ+ Bar\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfcenter.org/resources/page/3/\">SF LGBT Center\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.translifeline.org/hotline\">Trans Lifeline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://transequality.org/resources/know-your-rights-airport-security\">Advocates for Trans Equality\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://transgenderlawcenter.org/\">Transgender Law Center\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbthotline.org/\">LGBT National Hotline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"http://www.lgbthotline.org/senior-hotline\">LGBT National Senior Hotline\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://lgbthotline.org/youth-talkline\">LGBT National Youth Talkline\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.[aside postID=news_12066855 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A red umbrella sheltered Silvia Matias and her 3-year old daughter Maria from a light December drizzle. With Maria wrapped around her back, Matias waited for the 73 AC Transit Bus at the \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">Eastmont Transit Center\u003c/a> in East Oakland.\u003c/p>\n\u003cp>“Thanks to God and the bus, I can get anywhere,” said the 23-year-old, who uses AC Transit every day to run errands and get her 6-year-old son to and from school.\u003c/p>\n\u003cp>Matias doesn’t have a Clipper card, the fare-payment system accepted by all Bay Area transit agencies, so she pays with cash. A day pass for herself costs $6 and $3 for her son — amounting to a budget of $45 a week, which adds up for the single mom.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’d like to pay less for the bus, because I don’t work, and every day I have to buy a day pass for $6,” Matias said.\u003c/p>\n\u003cp>Since Matias uses cash, she pays 75 cents more for the two day passes than if she and her son used a Clipper card or contactless bank card. She also misses out on a weekly fare cap available only to Clipper users or people who use a contactless bank card — all of which could save her $7.50 a week.\u003c/p>\n\u003cfigure id=\"attachment_12067635\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12067635 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-03-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A passenger boards a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Transit advocates say long-awaited \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">upgrades to the Clipper system\u003c/a>, known as next generation Clipper or Clipper 2.0, which made a \u003ca href=\"https://www.kqed.org/news/12066855/clipper-2-0-is-here-the-rollout-has-been-plagued-by-glitches\">glitchy debut\u003c/a> on Dec. 10, are worsening disparities for AC Transit riders like Matias. The upgrades have brought discounted transfers and fare caps to cardholders, making it cheaper for Clipper users to ride AC Transit.\u003c/p>\n\u003cp>Advocates, like Sarah Syed, have welcomed these new features but have pointed out that cash riders are being left behind.\u003c/p>\n\u003cp>“No rider should have to pay more just because they are paying with cash,” said Syed, director of AC Transit’s Ward 3, which includes the Eastmont Transit Center. “ We need to fix this unfair, two-tiered system. It’s hurting those who are most vulnerable.”\u003c/p>\n\u003cp>According to \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6406/3a_25_1060_3_ClipperSTART_ClipperData.pdf?cb=c227351f\">data from the Metropolitan Transportation Commission\u003c/a>, which administers the Clipper system, 51% of all AC Transit trips were made with a payment method other than Clipper from June 2024 to May 2025. AC Transit cash riders are also more likely to be lower income or Black or Latino, Syed said.\u003c/p>\n\u003cp>According to Syed, when the MTC rolled out Clipper in 2010, AC Transit created discounts for Clipper users to incentivize riders to switch to the new program. More than a decade later, these discounts are no longer making switching more people to Clipper, she said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“There is a willingness to access it, but there are too many accessibility issues and the discount does not overcome those,” Syed said.\u003c/p>\n\u003cp>On Dec. 10, Syed introduced an \u003ca href=\"https://actransit.legistar.com/View.ashx?M=F&ID=15011180&GUID=B98BD3B0-A34D-4210-B5C1-4C30B235AC85\">agenda planning request\u003c/a> to the AC Transit Board of Directors, asking the board to consider taking up the issue of fare policy reform at a future meeting. The required number of three board members endorsed the request. Syed expects the board to take up the issue again in February or March 2026.\u003c/p>\n\u003cp>Low-income riders and residents of historically marginalized communities, like deep East Oakland, face numerous barriers in using Clipper, according to Laurel Paget-Seekins, the senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>“The system doesn’t work for people who are low income and unbanked and live in neighborhoods that don’t have access to reload their card,” she said.\u003c/p>\n\u003cdiv id=\"datawrapper-vis-DXSY1\" style=\"min-height: 419px\">\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/DXSY1/full.png\" alt=\"Regular Fares for AC Transit Riders (Adults ages 19-64) (Table)\">\u003c/div>\n\u003cp>Paget-Seekins said numerous areas in AC Transit’s service area, including the Eastmont Transit Center, lack access to Clipper reload stations. The system can also be cumbersome for people living paycheck to paycheck, as Clipper requires people to pre-load money onto their cards, and the system’s automatic reload feature requires a minimum of $20, Paget Seekins said.\u003c/p>\n\u003cp>Public Advocates is calling on AC Transit’s Board to equalize cash and Clipper fares, and to create a way for people who use cash to purchase a $25 weekly pass, mimicking the $25 weekly fare cap that exists for Clipper and contactless bank card riders.\u003c/p>\n\u003cp>Adding more Clipper reload stations would require action by the MTC.\u003c/p>\n\u003cp>“We at the MTC believe the discounts available for Clipper customers – very much including Clipper START – encourage Clipper use; and that the free and discounted transfers now available with the next generation Clipper system will further encourage use of Clipper on both traditional plastic cards and mobile Clipper cards,” said John Goodwin, MTC assistant director of communications, in an emailed statement to KQED.\u003c/p>\n\u003cp>Goodwin responded to transit advocates calling some parts of Alameda County “Clipper reload deserts” – saying “they may be somewhat less arid given the high penetration of smart phones among households throughout the Bay Area.”\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067637\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rene Harrison and Jenine Garcia wait for their bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025.\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin cited the \u003ca href=\"https://data.census.gov/table?q=smartphone+use&g=050XX00US06001\">2024 American Community Survey\u003c/a> from the U.S. Census Bureau, which estimates 95% of Alameda County residents have a smartphone.\u003c/p>\n\u003cp>Staying out of the rain under a bus shelter at Eastmont Transit Center, Jenine Garcia, sitting in her wheelchair, waited for the 40 bus with her boyfriend, Rene Harrison. Garcia said they have been living in homeless shelters for a couple years, and were on their way to the Bay Fair BART station to find a bank to cash a check.\u003c/p>\n\u003cp>Garcia said she has a Clipper card loaded on her phone, but it ran out of battery, so for this ride she planned to pay a full cash fare.\u003c/p>\n\u003cp>“I started using Clipper because I felt it was more convenient, but it isn’t when your phone dies,” she said.\u003c/p>\n\u003cp>Even if her phone was charged, she said she wouldn’t be able to use Clipper until she got to a bank, put money on her debit card and then loaded the card online.\u003c/p>\n\u003cp>“It’s not fair at all,” Garcia said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Update, 11:05 a.m. Saturday: \u003c/strong>After this story was published, the California Department of Motor Vehicles \u003ca href=\"https://www.kqed.org/news/12068027/california-delays-plan-to-reissue-commercial-licenses-drivers-mired-in-uncertainty\">announced it has paused its plan\u003c/a> to resume issuing non-domiciled commercial driver’s licenses under pressure from the Trump administration.\u003c/p>\n\u003cp>\u003cstrong>Original story, 3:39 p.m. Wednesday \u003c/strong>\u003ca href=\"https://www.kqed.org/news/12067524/sikh-truck-drivers-have-a-second-chance-in-california\">Thousands of immigrant truck drivers\u003c/a> are breathing a sigh of relief after \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> said Tuesday it’s preparing to reissue commercial licences it planned to revoke after federal pressure.\u003c/p>\n\u003cp>State transportation officials confirmed that the Department of Motor Vehicles will start reissuing the contested licences to 17,000 immigrant drivers who were sent 60-day cancellation notices on Nov. 6. The agency has yet to clarify how that process will work.\u003c/p>\n\u003cp>“I was so happy,” said Amarjit Singh, a 41-year-old truck owner and driver who worried he wouldn’t be able to support his two young children or afford the $4,000 monthly payments on his truck if the state canceled his license on Jan. 6. “This is a very big relief.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Singh, a Livermore resident whose work authorization is valid through 2029, first heard the news while making an afternoon delivery 90 miles away in Santa Rosa. He took a moment in his yellow sleeper truck cabin, with a 53-foot trailer, to pray in gratitude. When he made it home and told his wife, Zoraida, she cried, he said.\u003c/p>\n\u003cp>“It’s great news,” said Singh, who invested all his savings and borrowed money from relatives to purchase his truck in 2022 for $160,000. “It’s going to save my life, and it’s going to save my business.”\u003c/p>\n\u003cfigure id=\"attachment_12067538\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067538\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The view from inside Amarjit Singh’s truck in Livermore, on Dec. 16, 2025. Advocates are calling on California officials to halt the planned license revocations. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The U.S. Department of Transportation threatened to pull more than $150 million in highway funding from California unless the state addressed non-domiciled commercial driver’s licenses, in which the driver’s work permit ended before the license expired, due to a DMV clerical error. A state review found at least 17,000 licenses with mismatched expiration dates, many of them held by Sikh men like Singh who fled persecution in India and sought asylum in the U.S.\u003c/p>\n\u003cp>The transportation and logistics industry is a major source of employment for Sikhs, a community with roots in Punjab, India, that has its largest U.S. population in California. About 150,000 Sikhs work in the trucking industry nationwide, according to \u003ca href=\"https://www.sikhcoalition.org/our-work/ending-employment-discrimination/resources-for-sikh-truck-drivers/\">estimates\u003c/a>.\u003c/p>\n\u003cp>Non-domiciled CDLs, issued to noncitizens without permanent U.S. residency (or a green card), became a political flashpoint after incidents of fatal crashes involving immigrant truck drivers in Florida and other states.[aside postID=news_12067098 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/IMG_6628-2000x1500.jpg']President Donald Trump signed an \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/04/enforcing-commonsense-rules-of-the-road-for-americas-truck-drivers/\">executive order\u003c/a> in April, reinforcing English requirements for commercial vehicle drivers. In September, the Federal Motor Carrier Safety Administration announced an emergency rule to exclude asylum seekers, refugees and other immigrants from holding these licenses, arguing it would \u003ca href=\"https://www.fmcsa.dot.gov/newsroom/trumps-transportation-secretary-sean-p-duffy-takes-emergency-action-protect-americas-roads\">improve safety\u003c/a> on the roads. About 200,000 commercial drivers with valid work permits were expected to lose their licenses and jobs as a result.\u003c/p>\n\u003cp>“We have a vulnerable workforce here that [has] become a political football,” said Steve Viscelli, a sociology professor at the University of Pennsylvania who studies the trucking industry.\u003c/p>\n\u003cp>Viscelli questioned whether any reliable evidence links safe driving with immigration status. He recommended the administration focus instead on enhancing job conditions and wages in the industry, especially in long-haul trucking.\u003c/p>\n\u003cp>“The best thing we can do for safety is to retain experienced, well-compensated professional drivers,” he said. “Experienced drivers are more knowledgeable, just more ready to handle those unexpected situations. And the problem is we can’t retain them.”\u003c/p>\n\u003cp>About 700,000 drivers have commercial licenses in California to operate large vehicles ranging from semi-trailers to oil tankers and school buses, according to the DMV. A federal court in Washington, D.C. halted the FMCSA rule in November after unions, drivers and others sued. The administration is preparing a permanent regulation and reviewing public comments.\u003c/p>\n\u003cfigure id=\"attachment_12067539\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067539\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The sleeping area inside Amarjit Singh’s truck is seen on Dec. 16, 2025, in Livermore. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The California DMV’s Nov. 6 cancellation letters said that only drivers who met the new FMCSA rule requirements may keep their commercial licenses. But the court’s decision putting that rule on hold meant the state could reissue CDLs with correct expiration dates to those who have valid work authorization and pass knowledge, skills and medical tests, according to several unions, elected officials and nonprofits that called on Gov. Gavin Newsom to intervene. Groups such as United Sikhs and the Sikh Coalition said \u003ca href=\"https://www.sikhcoalition.org/blog/2025/fateh-solution-for-truck-drivers-targeted-in-california/\">they met\u003c/a> with state officials seeking a resolution.\u003c/p>\n\u003cp>A spokesperson with the California State Transportation Agency, which oversees the DMV, maintained as of early Tuesday that the agency could not issue or renew non-domiciled commercial driver’s licenses due to the FMCSA findings of mismatched dates. Members of WhatsApp driver chat groups, however, and several sources not authorized to speak with the media said they expected a good outcome for drivers would be announced soon.\u003c/p>\n\u003cp>Shortly after the \u003cem>San Francisco Chronicle\u003c/em> \u003ca href=\"https://www.sfchronicle.com/politics/article/california-immigrant-truck-drivers-21235419.php\">first reported\u003c/a> California’s plans to start reissuing non-domiciled CDLs for drivers, the transportation agency spokesperson confirmed to KQED the news but declined to provide more information.\u003c/p>\n\u003cfigure id=\"attachment_12068050\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068050\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Amarjit Singh holds a letter from the California Department of Motor Vehicles notifying him of the cancellation of his commercial driver’s license on Dec. 16, 2025, in Livermore, California. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As of Wednesday afternoon, the DMV’s website had not posted updates on the issue and drivers said they had not yet received emailed notifications of any changes.\u003c/p>\n\u003cp>It’s unclear how federal officials will react if the state moves to reissue these licenses. The U.S. Department of Transportation did not immediately respond to a request for comment.\u003c/p>\n\u003cp>Bhupinder Kaur, director of operations of advocacy group United Sikhs, said many drivers have contacted the \u003ca href=\"https://unitedsikhs.org/umeed-our-247-helpline-is-a-potential-lifeline-you-are-helping-sustain-it/\">nonprofit’s helpline\u003c/a> with questions about what steps they should follow to keep their licenses.\u003c/p>\n\u003cp>Some reported that DMV offices they’d flocked to on Wednesday morning were still not sharing updated information.\u003c/p>\n\u003cp>Overall, Kaur said the ordeal left her and several relatives in the trucking business “on edge,” fearing that these licenses could still be taken away, which would threaten families’ livelihoods. She added that some Sikh drivers and logistics businesses had already lost income as a result of the uncertainty.\u003c/p>\n\u003cp>“Immigrant truck drivers were turned into collateral damage in a federal power struggle,” Kaur said. “It should never have happened, and we hope it doesn’t happen again.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 11:05 a.m. Saturday: \u003c/strong>After this story was published, the California Department of Motor Vehicles \u003ca href=\"https://www.kqed.org/news/12068027/california-delays-plan-to-reissue-commercial-licenses-drivers-mired-in-uncertainty\">announced it has paused its plan\u003c/a> to resume issuing non-domiciled commercial driver’s licenses under pressure from the Trump administration.\u003c/p>\n\u003cp>\u003cstrong>Original story, 3:39 p.m. Wednesday \u003c/strong>\u003ca href=\"https://www.kqed.org/news/12067524/sikh-truck-drivers-have-a-second-chance-in-california\">Thousands of immigrant truck drivers\u003c/a> are breathing a sigh of relief after \u003ca href=\"https://www.kqed.org/news/tag/california\">California\u003c/a> said Tuesday it’s preparing to reissue commercial licences it planned to revoke after federal pressure.\u003c/p>\n\u003cp>State transportation officials confirmed that the Department of Motor Vehicles will start reissuing the contested licences to 17,000 immigrant drivers who were sent 60-day cancellation notices on Nov. 6. The agency has yet to clarify how that process will work.\u003c/p>\n\u003cp>“I was so happy,” said Amarjit Singh, a 41-year-old truck owner and driver who worried he wouldn’t be able to support his two young children or afford the $4,000 monthly payments on his truck if the state canceled his license on Jan. 6. “This is a very big relief.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Singh, a Livermore resident whose work authorization is valid through 2029, first heard the news while making an afternoon delivery 90 miles away in Santa Rosa. He took a moment in his yellow sleeper truck cabin, with a 53-foot trailer, to pray in gratitude. When he made it home and told his wife, Zoraida, she cried, he said.\u003c/p>\n\u003cp>“It’s great news,” said Singh, who invested all his savings and borrowed money from relatives to purchase his truck in 2022 for $160,000. “It’s going to save my life, and it’s going to save my business.”\u003c/p>\n\u003cfigure id=\"attachment_12067538\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067538\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The view from inside Amarjit Singh’s truck in Livermore, on Dec. 16, 2025. Advocates are calling on California officials to halt the planned license revocations. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The U.S. Department of Transportation threatened to pull more than $150 million in highway funding from California unless the state addressed non-domiciled commercial driver’s licenses, in which the driver’s work permit ended before the license expired, due to a DMV clerical error. A state review found at least 17,000 licenses with mismatched expiration dates, many of them held by Sikh men like Singh who fled persecution in India and sought asylum in the U.S.\u003c/p>\n\u003cp>The transportation and logistics industry is a major source of employment for Sikhs, a community with roots in Punjab, India, that has its largest U.S. population in California. About 150,000 Sikhs work in the trucking industry nationwide, according to \u003ca href=\"https://www.sikhcoalition.org/our-work/ending-employment-discrimination/resources-for-sikh-truck-drivers/\">estimates\u003c/a>.\u003c/p>\n\u003cp>Non-domiciled CDLs, issued to noncitizens without permanent U.S. residency (or a green card), became a political flashpoint after incidents of fatal crashes involving immigrant truck drivers in Florida and other states.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>President Donald Trump signed an \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/04/enforcing-commonsense-rules-of-the-road-for-americas-truck-drivers/\">executive order\u003c/a> in April, reinforcing English requirements for commercial vehicle drivers. In September, the Federal Motor Carrier Safety Administration announced an emergency rule to exclude asylum seekers, refugees and other immigrants from holding these licenses, arguing it would \u003ca href=\"https://www.fmcsa.dot.gov/newsroom/trumps-transportation-secretary-sean-p-duffy-takes-emergency-action-protect-americas-roads\">improve safety\u003c/a> on the roads. About 200,000 commercial drivers with valid work permits were expected to lose their licenses and jobs as a result.\u003c/p>\n\u003cp>“We have a vulnerable workforce here that [has] become a political football,” said Steve Viscelli, a sociology professor at the University of Pennsylvania who studies the trucking industry.\u003c/p>\n\u003cp>Viscelli questioned whether any reliable evidence links safe driving with immigration status. He recommended the administration focus instead on enhancing job conditions and wages in the industry, especially in long-haul trucking.\u003c/p>\n\u003cp>“The best thing we can do for safety is to retain experienced, well-compensated professional drivers,” he said. “Experienced drivers are more knowledgeable, just more ready to handle those unexpected situations. And the problem is we can’t retain them.”\u003c/p>\n\u003cp>About 700,000 drivers have commercial licenses in California to operate large vehicles ranging from semi-trailers to oil tankers and school buses, according to the DMV. A federal court in Washington, D.C. halted the FMCSA rule in November after unions, drivers and others sued. The administration is preparing a permanent regulation and reviewing public comments.\u003c/p>\n\u003cfigure id=\"attachment_12067539\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067539\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-13-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The sleeping area inside Amarjit Singh’s truck is seen on Dec. 16, 2025, in Livermore. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The California DMV’s Nov. 6 cancellation letters said that only drivers who met the new FMCSA rule requirements may keep their commercial licenses. But the court’s decision putting that rule on hold meant the state could reissue CDLs with correct expiration dates to those who have valid work authorization and pass knowledge, skills and medical tests, according to several unions, elected officials and nonprofits that called on Gov. Gavin Newsom to intervene. Groups such as United Sikhs and the Sikh Coalition said \u003ca href=\"https://www.sikhcoalition.org/blog/2025/fateh-solution-for-truck-drivers-targeted-in-california/\">they met\u003c/a> with state officials seeking a resolution.\u003c/p>\n\u003cp>A spokesperson with the California State Transportation Agency, which oversees the DMV, maintained as of early Tuesday that the agency could not issue or renew non-domiciled commercial driver’s licenses due to the FMCSA findings of mismatched dates. Members of WhatsApp driver chat groups, however, and several sources not authorized to speak with the media said they expected a good outcome for drivers would be announced soon.\u003c/p>\n\u003cp>Shortly after the \u003cem>San Francisco Chronicle\u003c/em> \u003ca href=\"https://www.sfchronicle.com/politics/article/california-immigrant-truck-drivers-21235419.php\">first reported\u003c/a> California’s plans to start reissuing non-domiciled CDLs for drivers, the transportation agency spokesperson confirmed to KQED the news but declined to provide more information.\u003c/p>\n\u003cfigure id=\"attachment_12068050\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12068050\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_revoke-of-commercial-drivers-licenses_December_GH-16_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Amarjit Singh holds a letter from the California Department of Motor Vehicles notifying him of the cancellation of his commercial driver’s license on Dec. 16, 2025, in Livermore, California. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As of Wednesday afternoon, the DMV’s website had not posted updates on the issue and drivers said they had not yet received emailed notifications of any changes.\u003c/p>\n\u003cp>It’s unclear how federal officials will react if the state moves to reissue these licenses. The U.S. Department of Transportation did not immediately respond to a request for comment.\u003c/p>\n\u003cp>Bhupinder Kaur, director of operations of advocacy group United Sikhs, said many drivers have contacted the \u003ca href=\"https://unitedsikhs.org/umeed-our-247-helpline-is-a-potential-lifeline-you-are-helping-sustain-it/\">nonprofit’s helpline\u003c/a> with questions about what steps they should follow to keep their licenses.\u003c/p>\n\u003cp>Some reported that DMV offices they’d flocked to on Wednesday morning were still not sharing updated information.\u003c/p>\n\u003cp>Overall, Kaur said the ordeal left her and several relatives in the trucking business “on edge,” fearing that these licenses could still be taken away, which would threaten families’ livelihoods. She added that some Sikh drivers and logistics businesses had already lost income as a result of the uncertainty.\u003c/p>\n\u003cp>“Immigrant truck drivers were turned into collateral damage in a federal power struggle,” Kaur said. “It should never have happened, and we hope it doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "oakland-council-expands-flock-license-plate-reader-network-despite-privacy-concerns",
"title": "Oakland Council Expands Flock License Plate Reader Network Despite Privacy Concerns",
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"content": "\u003cp>The Oakland City Council voted Tuesday to expand the city’s network of \u003ca href=\"https://www.kqed.org/news/tag/flock-safety\">automated license plate reader cameras\u003c/a>, overriding strong objections from privacy advocates who warned the move could expose residents to federal surveillance.\u003c/p>\n\u003cp>The 7-1 vote approves a new two-year, $2.25 million \u003ca href=\"https://oakland.legistar.com/LegislationDetail.aspx?ID=7778357&GUID=BC9ADFD5-2714-4303-BEA4-70DF1AD489D1&Options=&Search=\">contract\u003c/a> with Flock Safety, an Atlanta-based technology firm that holds major contracts in over 40 Bay Area cities. It came at the end of a contentious meeting that drew more than 140 public speakers and stretched late into the evening.\u003c/p>\n\u003cp>The deal allows the Oakland Police Department to maintain its existing network of 291 cameras and add 40 new “pan-tilt-zoom” cameras to monitor high-traffic corridors and illegal dumping sites. The new terms go into effect immediately and prevent the existing camera network from going dark on Jan. 1, when the previous authorization was set to expire.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This system makes the Department more efficient as it allows for information related to disruptive/violent criminal activities to be captured … and allows for precise and focused enforcement,” OPD wrote in its proposal to the council.\u003c/p>\n\u003cp>While supporters argued the technology is a vital “resource multiplier” for an understaffed police force, some critics blasted the council for what they called an \u003ca href=\"https://www.kqed.org/news/12066924/oaklands-license-plate-camera-contract-is-back-up-for-a-vote-critics-are-crying-foul\">“undemocratic” and “backdoor” process\u003c/a>.\u003c/p>\n\u003cp>Tuesday’s vote was particularly charged because the Public Safety Committee had previously deadlocked on the contract last month. However, just last week, the Rules Committee fast-tracked the item to the full council, a move that privacy groups said was designed to bypass committee-level opposition.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Councilmember Carroll Fife, the sole “no” vote on Tuesday, criticized her colleagues for advancing a contract with a company that has faced national scrutiny over data sharing with federal entities.\u003c/p>\n\u003cp>“I don’t know how we get up and have several press conferences talking about how we are supportive of a sanctuary city status, but then use a vendor that has been shown to have a direct relationship with Border Control,” Fife said from the dais. “It doesn’t make sense to me.”\u003c/p>\n\u003cp>Earlier this year, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that federal agencies had accessed data from Oakland’s cameras. Last month, the city of Richmond deactivated its own camera network after discovering that federal officials could search their database.\u003c/p>\n\u003cp>The Oakland Police Department, meanwhile, has defended the technology as an essential tool for solving violent crimes.\u003c/p>\n\u003cp>Lt. Gabriel Urquiza told the council that since the cameras were first deployed in July 2024, the system has led to 232 arrests and the recovery of 68 firearms. Department data shows carjackings dropped from an average of 40 per month before the cameras were installed to 17 per month in 2025.\u003c/p>\n\u003cfigure id=\"attachment_12036580\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036580\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Oakland City Hall in downtown Oakland on Aug. 2, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To address privacy concerns, the council adopted a series of amendments proposed by Councilmembers Charlene Wang and Rowena Brown. The new contract includes:\u003c/p>\n\u003cul>\n\u003cli>A strict prohibition on sharing data with federal immigration agencies or out-of-state law enforcement for the purpose of investigating reproductive health care or gender-affirming care.\u003c/li>\n\u003cli>A “two-key” approval system requiring both the city’s chief privacy officer and the OPD information technology director to authorize any new data-sharing relationships.\u003c/li>\n\u003cli>A mandate for quarterly independent compliance audits overseen by the city auditor.\u003c/li>\n\u003cli>A requirement that the city begin a request for proposal process within 18 months to identify potential alternative vendors, preventing an automatic renewal with Flock.\u003c/li>\n\u003c/ul>\n\u003cp>Many of the provisions, such as the prohibition on sharing data with Immigration and Customs Enforcement or for out-of-state abortion investigations, reiterate existing Oakland sanctuary policies and California state law.[aside postID=news_12066924 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/SFLicensePlateReader-1020x675.jpg']“My goal is to ensure that Oakland’s legislation is fully aligned with state law, as well as the essential protections that are needed in the policy,” Brown said. “I do want to minimize the potential risk this technology presents.”\u003c/p>\n\u003cp>The debate highlighted deep divisions within the city. While privacy advocates dominated much of the public comment during Tuesday’s meeting, many business owners from Chinatown and Little Saigon urged the council to pass the measure.\u003c/p>\n\u003cp>“We need to have cameras in order to protect the merchants so they feel safe and can open longer hours,” said Josephine Hui, member of the Toishan-Oakland Chinatown Patrol Team.\u003c/p>\n\u003cp>However, opponents argued that the system’s potential for abuse outweighed its benefits.\u003c/p>\n\u003cp>“Why don’t we really prevent crime by funding [the Department of Violence Prevention]? Violence prevention programs have been proven to stop crime,” said Hannah Zuckerman, a District 2 resident. “We do not need data being shared, and license plate data is personal data.”\u003c/p>\n\u003cp>While the city-funded network is expanding, some neighborhoods are not waiting for municipal action. Residents in the foothills Oakmore neighborhood recently fundraised to install their own private Flock cameras to assist OPD.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Oakland City Council voted Tuesday to expand the city’s network of \u003ca href=\"https://www.kqed.org/news/tag/flock-safety\">automated license plate reader cameras\u003c/a>, overriding strong objections from privacy advocates who warned the move could expose residents to federal surveillance.\u003c/p>\n\u003cp>The 7-1 vote approves a new two-year, $2.25 million \u003ca href=\"https://oakland.legistar.com/LegislationDetail.aspx?ID=7778357&GUID=BC9ADFD5-2714-4303-BEA4-70DF1AD489D1&Options=&Search=\">contract\u003c/a> with Flock Safety, an Atlanta-based technology firm that holds major contracts in over 40 Bay Area cities. It came at the end of a contentious meeting that drew more than 140 public speakers and stretched late into the evening.\u003c/p>\n\u003cp>The deal allows the Oakland Police Department to maintain its existing network of 291 cameras and add 40 new “pan-tilt-zoom” cameras to monitor high-traffic corridors and illegal dumping sites. The new terms go into effect immediately and prevent the existing camera network from going dark on Jan. 1, when the previous authorization was set to expire.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This system makes the Department more efficient as it allows for information related to disruptive/violent criminal activities to be captured … and allows for precise and focused enforcement,” OPD wrote in its proposal to the council.\u003c/p>\n\u003cp>While supporters argued the technology is a vital “resource multiplier” for an understaffed police force, some critics blasted the council for what they called an \u003ca href=\"https://www.kqed.org/news/12066924/oaklands-license-plate-camera-contract-is-back-up-for-a-vote-critics-are-crying-foul\">“undemocratic” and “backdoor” process\u003c/a>.\u003c/p>\n\u003cp>Tuesday’s vote was particularly charged because the Public Safety Committee had previously deadlocked on the contract last month. However, just last week, the Rules Committee fast-tracked the item to the full council, a move that privacy groups said was designed to bypass committee-level opposition.\u003c/p>\n\u003cfigure id=\"attachment_11984097\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11984097\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg\" alt=\"A man with a fluorescent yellow coat holds a black machine.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Flock Safety worker holds up a new automated license plate reader that was being installed in East San José on April 23, 2024. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Councilmember Carroll Fife, the sole “no” vote on Tuesday, criticized her colleagues for advancing a contract with a company that has faced national scrutiny over data sharing with federal entities.\u003c/p>\n\u003cp>“I don’t know how we get up and have several press conferences talking about how we are supportive of a sanctuary city status, but then use a vendor that has been shown to have a direct relationship with Border Control,” Fife said from the dais. “It doesn’t make sense to me.”\u003c/p>\n\u003cp>Earlier this year, the \u003ca href=\"https://sfstandard.com/2025/07/14/oakland-san-francisco-ice-license-plate-readers/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a> reported that federal agencies had accessed data from Oakland’s cameras. Last month, the city of Richmond deactivated its own camera network after discovering that federal officials could search their database.\u003c/p>\n\u003cp>The Oakland Police Department, meanwhile, has defended the technology as an essential tool for solving violent crimes.\u003c/p>\n\u003cp>Lt. Gabriel Urquiza told the council that since the cameras were first deployed in July 2024, the system has led to 232 arrests and the recovery of 68 firearms. Department data shows carjackings dropped from an average of 40 per month before the cameras were installed to 17 per month in 2025.\u003c/p>\n\u003cfigure id=\"attachment_12036580\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036580\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/230802-OAKLAND-CITY-HALL-MHN-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Oakland City Hall in downtown Oakland on Aug. 2, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To address privacy concerns, the council adopted a series of amendments proposed by Councilmembers Charlene Wang and Rowena Brown. The new contract includes:\u003c/p>\n\u003cul>\n\u003cli>A strict prohibition on sharing data with federal immigration agencies or out-of-state law enforcement for the purpose of investigating reproductive health care or gender-affirming care.\u003c/li>\n\u003cli>A “two-key” approval system requiring both the city’s chief privacy officer and the OPD information technology director to authorize any new data-sharing relationships.\u003c/li>\n\u003cli>A mandate for quarterly independent compliance audits overseen by the city auditor.\u003c/li>\n\u003cli>A requirement that the city begin a request for proposal process within 18 months to identify potential alternative vendors, preventing an automatic renewal with Flock.\u003c/li>\n\u003c/ul>\n\u003cp>Many of the provisions, such as the prohibition on sharing data with Immigration and Customs Enforcement or for out-of-state abortion investigations, reiterate existing Oakland sanctuary policies and California state law.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“My goal is to ensure that Oakland’s legislation is fully aligned with state law, as well as the essential protections that are needed in the policy,” Brown said. “I do want to minimize the potential risk this technology presents.”\u003c/p>\n\u003cp>The debate highlighted deep divisions within the city. While privacy advocates dominated much of the public comment during Tuesday’s meeting, many business owners from Chinatown and Little Saigon urged the council to pass the measure.\u003c/p>\n\u003cp>“We need to have cameras in order to protect the merchants so they feel safe and can open longer hours,” said Josephine Hui, member of the Toishan-Oakland Chinatown Patrol Team.\u003c/p>\n\u003cp>However, opponents argued that the system’s potential for abuse outweighed its benefits.\u003c/p>\n\u003cp>“Why don’t we really prevent crime by funding [the Department of Violence Prevention]? Violence prevention programs have been proven to stop crime,” said Hannah Zuckerman, a District 2 resident. “We do not need data being shared, and license plate data is personal data.”\u003c/p>\n\u003cp>While the city-funded network is expanding, some neighborhoods are not waiting for municipal action. Residents in the foothills Oakmore neighborhood recently fundraised to install their own private Flock cameras to assist OPD.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.[aside postID=news_12065714 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-027_qed.jpg']Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s been a rocky start for the much-anticipated \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">“next generation” Clipper\u003c/a> transit fare system, as glitches with the website and app have flustered some users.\u003c/p>\n\u003cp>Since Wednesday, when the new Clipper went live, users have reported being unable to access their account information and launch a manual upgrade.\u003c/p>\n\u003cp>“ I tried probably dozens of times yesterday and several times today and have gotten into various points in the system, but have still not been successful at activating it,” said El Cerrito Councilmember Rebecca Saltzman, a former member of the \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> board of directors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next generation Clipper promises new features such as discounted transfers, family accounts and instant availability of added funds.\u003c/p>\n\u003cp>The Metropolitan Transportation Commission, the regional agency that manages Clipper, has said all accounts will eventually be automatically upgraded to the new version, but that process could take anywhere from eight to 12 weeks. The MTC previously encouraged users who wanted the new features as soon as possible to manually upgrade using the Clipper website or app.\u003c/p>\n\u003cp>By Wednesday morning, MTC spokesperson John Goodwin said the service was experiencing issues.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We acknowledge some customers are having a glitchy experience in the Clipper mobile app this morning, and some customers have been unable to complete the process of upgrading their cards to the next-generation system,” Goodwin said.\u003c/p>\n\u003cp>Thursday afternoon, a KQED call to Clipper customer service was met with an automated response that said, “We currently cannot look up customer information.” Login attempts got a message that read, “We are unable to migrate your account to the new Clipper account system.”\u003c/p>\n\u003cp>Goodwin said Wednesday that the transition was going well overall. Contactless payment \u003ca href=\"https://www.kqed.org/news/12052424/you-can-soon-tap-a-credit-card-to-pay-bart-fare-its-been-a-long-time-coming\">using a debit or credit card\u003c/a>, another long-awaited upgrade from the next generation system, was working as expected on all transit agencies that also accept Clipper, he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Both the MTC and Cubic, a transportation company that holds the contract to run Clipper, did not respond to requests for comment on Thursday, seeking updates to the ongoing issue.\u003c/p>\n\u003cp>Despite the challenges with the rollout, Saltzman said she’s excited about the updates.\u003c/p>\n\u003cp>“ Me and my wife and my daughter are probably going to do some transit trips we wouldn’t have done before because it could get quite expensive if you’re riding multiple transit agencies with multiple people,” Saltzman said. “ It’s an opportunity to explore the Bay Area in different ways.”\u003c/p>\n\u003cp>Some transit advocates, meanwhile, point out that riders who pay with cash or are unable to obtain a Clipper card are being left behind.\u003c/p>\n\u003cp>“ Unfortunately, the system doesn’t work for people who are low-income and unbanked and live in neighborhoods that don’t have access to reload their card,” said Laurel Paget-Seekins, senior transportation policy advocate at Public Advocates, a nonprofit civil rights and economic justice law firm.\u003c/p>\n\u003cp>Paget-Seekins and others are advocating for AC Transit, one of the Bay Area’s most popular transit agencies, to find ways to extend next-generation Clipper benefits to all riders, regardless of how they pay.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.[aside postID=news_12065601 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0007_GH-KQED.jpg']And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Clipper, the electronic fare-payment system accepted by all of the \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a>’s approximately two dozen transportation agencies, is rolling out new features Wednesday — designed to save riders money and modernize how they pay for transit.\u003c/p>\n\u003cp>The Dec. 10 launch of “Next-generation Clipper” brings perks like discounted transfers, the option to pay with a contactless credit or debit card and instant availability of funds added to accounts.\u003c/p>\n\u003cp>But if you’re already using a Clipper card to travel around the Bay, what do you need to know? Keep reading to learn how to take advantage of these new features as soon as possible.\u003c/p>\n\u003cp>And a heads-up: the Wednesday launch has already been met with a few technical issues for Clipper users. Following the Metropolitan Transportation Commission’s reports of what spokesperson John Goodwin called “a glitchy experience in the Clipper mobile app this morning” that meant “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system,” as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jump straight to:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">I already have a Clipper card. What do I need to do to upgrade?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>What is ‘Next-Generation Clipper’?\u003c/h2>\n\u003cp>Features of these new Clipper cards include:\u003c/p>\n\u003cp>\u003cstrong>Free or discounted transfers\u003c/strong>\u003c/p>\n\u003cp>Riders transferring from one transit agency to another will receive a discount of up to $2.85 on their second ride, and any subsequent rides with any transit agency — as long as that ride happens within two hours of the first ride. For example, if you transfer from SolTrans to BART, the fare for your BART ride would be $2.85 less than you would pay with the current version of Clipper.\u003c/p>\n\u003cp>\u003cstrong>Instant availability of added funds\u003c/strong>\u003c/p>\n\u003cp>No matter how you add money to your Clipper card, those funds will be available immediately with next-generation Clipper. Previously, users who added funds to their physical plastic card online or via the Clipper app have often waited several days before the new funds showed up on their account.\u003c/p>\n\u003cfigure id=\"attachment_12043558\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043558\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/20241204-BART-JY-003_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board BART at Daly City Station in Daly City, California, on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Paying with contactless credit or debit card\u003c/strong>\u003c/p>\n\u003cp>Bay Area transit riders have been able to use a chip-enabled credit or debit card to pay for \u003ca href=\"https://www.kqed.org/news/12052690/bart-fares-2025-credit-card-clipper-tap-and-ride-contactless\">BART since August\u003c/a>, but beginning on Dec. 10, all Bay Area transit agencies that accept Clipper (Caltrain, Golden Gate Transit, VTA, \u003ca href=\"https://www.clippercard.com/ClipperWeb/where-to-use.html\">the list \u003c/a>goes on …) will now also accept chip-enabled credit or debit cards as a form of payment.\u003c/p>\n\u003cp>\u003cstrong>New family accounts\u003c/strong>\u003c/p>\n\u003cp>Users will be able to manage multiple registered Clipper cards through one account. This means, for example, a parent could add funds to their child’s Clipper card.\u003c/p>\n\u003cp>\u003cstrong>Apply for youth or senior cards online\u003c/strong>\u003c/p>\n\u003cp>Riders will now have the option to apply for these discounted programs online, instead of just in person or over the phone.\u003c/p>\n\u003ch2>\u003ca id=\"IalreadyhaveaClippercardWhatdoIneedtodo\">\u003c/a>If I already have a Clipper Card, what do I need to do differently?\u003c/h2>\n\u003cp>You can continue to use your current Clipper card as normal now that next-generation Clipper has launched — but if you want to access the new features as soon as possible, you should manually start the upgrade process for your existing card.\u003c/p>\n\u003cp>This is because it may take eight to twelve weeks for the Metropolitan Transportation Commission to update users’ cards, according to John Goodwin, a spokesperson for the MTC.\u003c/p>\n\u003cfigure id=\"attachment_12017275\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017275\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain Commuter Train at San Francisco 4th and King Street Station on Feb. 25, 2023. \u003ccite>(iStock/Getty Images Plus)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Goodwin said there are approximately 5 million Clipper cards in circulation, and the commission will do the upgrade in batches. That means that without taking action to upgrade first, some existing Clipper users could wait months for the new features to take effect.\u003c/p>\n\u003cp>So how can you now upgrade your Clipper card on or after Dec. 10? Goodwin advises Clipper users to initiate the upgrade to next-generation Clipper by logging in to \u003ca href=\"http://clippercard.com\">clippercard.com\u003c/a> or by calling Clipper’s customer service center at 877-878-8883 to start the upgrade process.\u003c/p>\n\u003cp>“ If you want to be in ‘boarding group A’ on the next generation of Clipper, that’s the way to do it,” Goodwin advises.\u003c/p>\n\u003cp>You may need some initial patience, however. On Wednesday morning, Goodwin told KQED by email that users had encountered “a glitchy experience in the Clipper mobile app this morning,” noting that “some customers have been unable to complete the \u003ca href=\"#IalreadyhaveaClippercardWhatdoIneedtodo\">process of upgrading their cards \u003c/a>to the next generation system.” And as of Wednesday afternoon, “customers are still having difficulties using both the mobile app and the \u003ca href=\"https://www.clippercard.com/\">clippercard.com\u003c/a> website,” Goodwin said.\u003c/p>\n\u003ch2>If I already have a Clipper Card, do I need to use Clipper 2.0?\u003c/h2>\n\u003cp>It’s not mandatory to initiate your next-generation Clipper upgrade early, as above.\u003c/p>\n\u003cp>But whether you do or not, eventually, your Clipper will be automatically upgraded to the new version.\u003c/p>\n\u003ch2>How will I know if my card has been upgraded to Clipper 2.0?\u003c/h2>\n\u003cp>The easiest way to check on the status of your Clipper card is to call Clipper Customer Service at 877-878-8883 and ask whether your card has been upgraded.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>And if you’re told that it hasn’t been, that’s when you can ask the customer service agent you’re speaking with to go ahead and initiate the process. But Goodwin also advised that there is another way to find out.\u003c/p>\n\u003cp>“When tapping a Clipper card that has been upgraded, the card reader on buses and light rail vehicles, at ferry terminals, and on train platforms will simply show ‘TRAVEL OK’ without the card balance,” Goodwin said.\u003c/p>\n\u003cp>A Clipper card that has not been upgraded will still show an account balance, something like “BALANCE 19.75,” according to Goodwin.\u003c/p>\n\u003cp>The only exception to this will be the \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new BART faregates\u003c/a>, which don’t display card balances at all, Goodwin said.\u003c/p>\n\u003ch2>If I only use my Clipper card in a mobile wallet, like Apple Wallet, do I still need to upgrade my “card”?\u003c/h2>\n\u003cp>Yes. Customers with mobile Clipper cards still need to upgrade to a next-generation Clipper account to take advantage of the new benefits, confirmed Goodwin.\u003c/p>\n\u003ch2>How much will I save with discounted transfers?\u003c/h2>\n\u003cp>You can estimate how much money you’ll save with discounted transfers from next-generation Clipper using \u003ca href=\"https://clipper2.hikingbytransit.com/\">this independent transit calculator\u003c/a> created by Evan Tschuy of the website \u003ca href=\"https://hikingbytransit.com/\">Hiking by Transit\u003c/a>.\u003c/p>\n\u003cp>For example, a next-generation Clipper trip that uses three transit agencies, beginning with AC Transit, then transferring to BART, and then Muni, saves riders $5.20 per trip compared to the standard Clipper. The calculator estimates that a person who made that trip as part of their regular commute would save $2,600 over a year with the next-generation Clipper.\u003c/p>\n\u003cp>“ When the system works that way, it feels like the system is thinking about the customer,” said Adina Levin, Executive Director of the Bay Area transit advocacy nonprofit Seamless Bay Area, which advocated for discounted transfers in next-generation Clipper. “We want the public transit system to not just be moving trains back and forth, or moving buses back and forth, but helping people get to where it is that they want to go.”\u003c/p>\n\u003ch2>Are there any drawbacks to paying with a credit or debit card instead of a next-generation Clipper card?\u003c/h2>\n\u003cp>Yes, if you receive a discount on fares as a student, a person with disabilities, or a senior, you’ll still need to use your Clipper card to receive that price reduction. Riders who pay with a credit or debit card will be charged a full adult fare.\u003c/p>\n\u003cp>“ We urge those customers to continue to use Clipper cards just as they have in the past. That way, those folks will get the discounts that they deserve,” Goodwin said.\u003c/p>\n\u003cfigure id=\"attachment_12040954\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A passenger tags their Clipper card at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Adina Levin with Seamless Bay Area said her group plans to continue advocating for the MTC to make those discounts available to qualifying riders who also want to pay by credit or debit card.\u003c/p>\n\u003cp>“ We want this convenience to be available to anyone, and not having it available to people who get discounts is insufficiently fair,” Levin said.\u003c/p>\n\u003cp>People who pay with a credit or debit card will still get transfer discounts, the same as next-generation Clipper card users.\u003c/p>\n\u003ch2>Wait — I thought Bay Area transit agencies were facing a huge budget deficit. Why are they offering discounts on transfers?\u003c/h2>\n\u003cp>It’s true that Bay Area transit agencies like BART and Muni are facing \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">budget deficits\u003c/a> set to balloon to over $300 million in the next fiscal year.\u003c/p>\n\u003cp>Transit officials say offering discounted transfers is expected to increase ridership and revenue for transit agencies.\u003c/p>\n\u003cp>”Our expectation is that transit agencies won’t [lose money], but we’ll just have to wait for the numbers to come in,” Goodwin said.\u003c/p>\n\u003cp>Goodwin added that the transit officials are treating discounted transfers as a pilot program, which will be reviewed after 18 to 24 months.\u003c/p>\n\u003ch2>What future upgrades might be coming to Clipper?\u003c/h2>\n\u003cp>The MTC said other features like paying for \u003ca href=\"https://www.futureofclipper.com/\">paratransit \u003c/a>with Clipper, mobile group tickets that enable groups of people to pay for their fares using just one phone, and transit agency promotions with discounted fares are all in the works.\u003c/p>\n\u003cp>There is, however, no set date for the launch of those features yet.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "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.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"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.",
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"perspectives": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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},
"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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