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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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"title": "New Clipper Cards Are Here, With Big Perks for Riders. How to Manually Upgrade Yours",
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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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"slug": "where-the-journey-begins-south-bay-bart-extension-work-pushes-ahead",
"title": "‘Where the Journey Begins’: South Bay BART Extension Work Pushes Ahead",
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"headTitle": "‘Where the Journey Begins’: South Bay BART Extension Work Pushes Ahead | KQED",
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"content": "\u003cp>Plenty of questions remain about the long-running plans to extend BART through downtown San José and into Santa Clara: concerns about costs, schedule, \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">disputes\u003c/a> with contractors, and whether President Donald Trump might interfere with its \u003ca href=\"https://www.kqed.org/news/12063022/south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding\">federal funding\u003c/a> are just some of the worries being weighed by local leaders.\u003c/p>\n\u003cp>Even as those questions persist, however, the first major construction since the $12.7 billion project was conceived decades ago is pushing ahead.\u003c/p>\n\u003cp>“We can see progress, and we have momentum, and we need to keep that momentum going,” said Tom Maguire, the chief megaprojects delivery officer for the Santa Clara Valley Transportation Authority, known locally as VTA.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The VTA is building the four-station, six-mile extension, which will eventually tie into existing BART service that currently terminates at the Berryessa/North San José Station, which opened in 2020, along with the Milpitas station.\u003c/p>\n\u003cp>New stations along the extension are planned for 28th Street/Little Portugal, Downtown San José at First Street, Diridon Station and the current Santa Clara Caltrain station.\u003c/p>\n\u003cfigure id=\"attachment_12066408\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066408\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Project officials said over roughly the past month, major excavation work has ramped up at the West Portal site on the border of San José and Santa Clara, near PayPal Park and San José Mineta International Airport.\u003c/p>\n\u003cp>Contractors are digging out a large ramp leading down to a 133-foot hole in the ground, which is being reinforced with huge rebar cages filled with concrete, some of which required a 217-foot crane and specialized equipment to drop into place.\u003c/p>\n\u003cp>“We’re rapidly opening up the ground. And for the first time, folks who have been waiting for this project for decades can start to see where the trains they’ve been paying for and hoping for are actually going to run,” Maguire said Monday morning during a media tour of the West Portal site.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']The massive hole, and most of the construction happening around it, is in service of what’s called the launch structure. It’s where a $76 million tunnel boring machine recently assembled in Germany will eventually be dropped 82 feet into the earth to begin chewing through miles of muck.\u003c/p>\n\u003cp>It’ll bore out a 53-foot diameter tunnel shaft for five of the six miles of the extension, which will eventually contain train tracks, platforms and stairs or escalators for future passengers.\u003c/p>\n\u003cp>“Right here beneath our feet, we’re building the gateway that will connect BART to downtown San José and Berryessa and beyond,” Sarah Wilson, the construction director for the project, said during the tour. “This is where the journey begins, literally and symbolically.”\u003c/p>\n\u003cp>The vast expanse of the ramp is reinforced with large, cylindrical steel braces, which will help hold back the earth during construction and further excavation.\u003c/p>\n\u003cp>Small teams of workers on the ground were seen Monday morning coordinating with backhoe operators to check the integrity of the braces and fit them into place.\u003c/p>\n\u003cfigure id=\"attachment_12066411\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Chief Megaprojects Delivery Officer for the Santa Clara Valley Transportation Authority Tom Macguire addresses the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire and other officials have emphasized the importance of getting the tunnel built as soon as possible as a means to help ensure the project doesn’t incur any further cost or schedule overruns.\u003c/p>\n\u003cp>The project, originally estimated by VTA in 2014 to cost about $4.7 billion and be completed in 2026, has ballooned in cost multiple times to its current figure, and is currently estimated to be completed sometime in the year 2037.\u003c/p>\n\u003cp>“It’s a significant project, it’s going to take a decade to build it, but the best way we can shrink that timeframe is getting this launch structure done and getting the tunnel boring machine moving as fast as possible,” Maguire said.\u003c/p>\n\u003cfigure id=\"attachment_12066413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066413 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The tunnel under construction at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But even as the crews of anywhere between 30 to 80 workers toil on rotating shifts at the West Portal site 24 hours a day, VTA is seemingly already off the optimal mark.\u003c/p>\n\u003cp>Its tunnel boring machine just recently finished quality assurance testing in Germany, and is being disassembled to be packed away in storage before eventually being shipped to San José.\u003c/p>\n\u003cp>However, Maguire said Monday the launch structure won’t be complete until spring 2027, and a series of other jobs need to be completed on the site before the machine can be brought to the site and start digging, including setting up major power supplies to run it.\u003c/p>\n\u003cfigure id=\"attachment_12066414\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066414\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction Director Sarah Wilson speaks with the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wilson said VTA estimates tunneling won’t begin until either 2028 or 2029, and could take roughly three-and-a-half years to complete, barring any significant delays from unforeseen challenges.\u003c/p>\n\u003cp>Part of the delay stems from the agency’s decision to ditch its main tunneling and trackwork contractor over a cost dispute. That so-called “offramp” the agency elected to take could be responsible for up to an 18-month setback, Maguire said earlier this year.\u003c/p>\n\u003cp>It’s unclear at this point if VTA will find another contractor altogether or renegotiate with its previous partner to get the major tunneling work done, as some outside transit consultants have recommended they do.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066417 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire said there’s been a lot of interest shown by the industry in the job.\u003c/p>\n\u003cp>“All the major tunneling contractors around the globe who are capable of doing this work are interested in doing this work,” he said. “Lots of people want to be part of this project. It’s a once-in-a-generation project.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Plenty of questions remain about the long-running plans to extend BART through downtown San José and into Santa Clara: concerns about costs, schedule, \u003ca href=\"https://www.kqed.org/news/12043328/vta-officials-want-to-ditch-contractor-on-south-bay-bart-extension\">disputes\u003c/a> with contractors, and whether President Donald Trump might interfere with its \u003ca href=\"https://www.kqed.org/news/12063022/south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding\">federal funding\u003c/a> are just some of the worries being weighed by local leaders.\u003c/p>\n\u003cp>Even as those questions persist, however, the first major construction since the $12.7 billion project was conceived decades ago is pushing ahead.\u003c/p>\n\u003cp>“We can see progress, and we have momentum, and we need to keep that momentum going,” said Tom Maguire, the chief megaprojects delivery officer for the Santa Clara Valley Transportation Authority, known locally as VTA.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The VTA is building the four-station, six-mile extension, which will eventually tie into existing BART service that currently terminates at the Berryessa/North San José Station, which opened in 2020, along with the Milpitas station.\u003c/p>\n\u003cp>New stations along the extension are planned for 28th Street/Little Portugal, Downtown San José at First Street, Diridon Station and the current Santa Clara Caltrain station.\u003c/p>\n\u003cfigure id=\"attachment_12066408\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066408\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Project officials said over roughly the past month, major excavation work has ramped up at the West Portal site on the border of San José and Santa Clara, near PayPal Park and San José Mineta International Airport.\u003c/p>\n\u003cp>Contractors are digging out a large ramp leading down to a 133-foot hole in the ground, which is being reinforced with huge rebar cages filled with concrete, some of which required a 217-foot crane and specialized equipment to drop into place.\u003c/p>\n\u003cp>“We’re rapidly opening up the ground. And for the first time, folks who have been waiting for this project for decades can start to see where the trains they’ve been paying for and hoping for are actually going to run,” Maguire said Monday morning during a media tour of the West Portal site.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The massive hole, and most of the construction happening around it, is in service of what’s called the launch structure. It’s where a $76 million tunnel boring machine recently assembled in Germany will eventually be dropped 82 feet into the earth to begin chewing through miles of muck.\u003c/p>\n\u003cp>It’ll bore out a 53-foot diameter tunnel shaft for five of the six miles of the extension, which will eventually contain train tracks, platforms and stairs or escalators for future passengers.\u003c/p>\n\u003cp>“Right here beneath our feet, we’re building the gateway that will connect BART to downtown San José and Berryessa and beyond,” Sarah Wilson, the construction director for the project, said during the tour. “This is where the journey begins, literally and symbolically.”\u003c/p>\n\u003cp>The vast expanse of the ramp is reinforced with large, cylindrical steel braces, which will help hold back the earth during construction and further excavation.\u003c/p>\n\u003cp>Small teams of workers on the ground were seen Monday morning coordinating with backhoe operators to check the integrity of the braces and fit them into place.\u003c/p>\n\u003cfigure id=\"attachment_12066411\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066411\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-05-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Chief Megaprojects Delivery Officer for the Santa Clara Valley Transportation Authority Tom Macguire addresses the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire and other officials have emphasized the importance of getting the tunnel built as soon as possible as a means to help ensure the project doesn’t incur any further cost or schedule overruns.\u003c/p>\n\u003cp>The project, originally estimated by VTA in 2014 to cost about $4.7 billion and be completed in 2026, has ballooned in cost multiple times to its current figure, and is currently estimated to be completed sometime in the year 2037.\u003c/p>\n\u003cp>“It’s a significant project, it’s going to take a decade to build it, but the best way we can shrink that timeframe is getting this launch structure done and getting the tunnel boring machine moving as fast as possible,” Maguire said.\u003c/p>\n\u003cfigure id=\"attachment_12066413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066413 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-07-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The tunnel under construction at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But even as the crews of anywhere between 30 to 80 workers toil on rotating shifts at the West Portal site 24 hours a day, VTA is seemingly already off the optimal mark.\u003c/p>\n\u003cp>Its tunnel boring machine just recently finished quality assurance testing in Germany, and is being disassembled to be packed away in storage before eventually being shipped to San José.\u003c/p>\n\u003cp>However, Maguire said Monday the launch structure won’t be complete until spring 2027, and a series of other jobs need to be completed on the site before the machine can be brought to the site and start digging, including setting up major power supplies to run it.\u003c/p>\n\u003cfigure id=\"attachment_12066414\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066414\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-08-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction Director Sarah Wilson speaks with the media at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wilson said VTA estimates tunneling won’t begin until either 2028 or 2029, and could take roughly three-and-a-half years to complete, barring any significant delays from unforeseen challenges.\u003c/p>\n\u003cp>Part of the delay stems from the agency’s decision to ditch its main tunneling and trackwork contractor over a cost dispute. That so-called “offramp” the agency elected to take could be responsible for up to an 18-month setback, Maguire said earlier this year.\u003c/p>\n\u003cp>It’s unclear at this point if VTA will find another contractor altogether or renegotiate with its previous partner to get the major tunneling work done, as some outside transit consultants have recommended they do.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12066417 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Maguire said there’s been a lot of interest shown by the industry in the job.\u003c/p>\n\u003cp>“All the major tunneling contractors around the globe who are capable of doing this work are interested in doing this work,” he said. “Lots of people want to be part of this project. It’s a once-in-a-generation project.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> experienced major disruptions on Monday morning, with service halted on multiple lines and limited on others, according to the agency.\u003c/p>\n\u003cp>Just after 9 a.m., BART said the major delays, which were prompted by a power issue between San Francisco’s Powell and Embarcadero stations, had been resolved. The agency warned riders that residual delays could continue.\u003c/p>\n\u003cp>During peak commute hours from about 7:30 a.m. to 9 a.m., BART’s Green and Red Line trains, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, were suspended. Service on the Blue Line was limited to the East Bay stations between Dublin/Pleasanton and San Leandro, and all travel through San Francisco was limited during the same time.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It wasn’t immediately clear what caused the power issue.\u003c/p>\n\u003cp>On dispatch audio, a train operator reported “a small explosion … and a lot of smoke” along the tracks when his train was approaching Montgomery Street around 6:52 a.m.\u003c/p>\n\u003cp>The disruption is the latest in a series of BART service meltdowns — \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">since May\u003c/a>, it has experienced \u003ca href=\"https://www.kqed.org/news/12065063/bart-service-halted-from-hayward-to-north-san-jose-by-apparent-vandalism\">at least five\u003c/a> major outages. Over the summer, \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">trains ran fare-free\u003c/a> for hours due to a separate Clipper card issue.\u003c/p>\n\u003cp>It also comes as the agency \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">faces a fiscal cliff\u003c/a> and warns that without \u003ca href=\"https://www.bart.gov/about/financials/crisis\">new revenue streams\u003c/a>, it could move to reduce or cut services as soon as next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\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/bart\">BART\u003c/a> experienced major disruptions on Monday morning, with service halted on multiple lines and limited on others, according to the agency.\u003c/p>\n\u003cp>Just after 9 a.m., BART said the major delays, which were prompted by a power issue between San Francisco’s Powell and Embarcadero stations, had been resolved. The agency warned riders that residual delays could continue.\u003c/p>\n\u003cp>During peak commute hours from about 7:30 a.m. to 9 a.m., BART’s Green and Red Line trains, which run from Berryessa to Daly City and Richmond to San Francisco International Airport, were suspended. Service on the Blue Line was limited to the East Bay stations between Dublin/Pleasanton and San Leandro, and all travel through San Francisco was limited during the same time.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It wasn’t immediately clear what caused the power issue.\u003c/p>\n\u003cp>On dispatch audio, a train operator reported “a small explosion … and a lot of smoke” along the tracks when his train was approaching Montgomery Street around 6:52 a.m.\u003c/p>\n\u003cp>The disruption is the latest in a series of BART service meltdowns — \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">since May\u003c/a>, it has experienced \u003ca href=\"https://www.kqed.org/news/12065063/bart-service-halted-from-hayward-to-north-san-jose-by-apparent-vandalism\">at least five\u003c/a> major outages. Over the summer, \u003ca href=\"https://www.kqed.org/news/12046678/bay-area-transit-agencies-open-fare-gates-after-total-clipper-system-outage\">trains ran fare-free\u003c/a> for hours due to a separate Clipper card issue.\u003c/p>\n\u003cp>It also comes as the agency \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">faces a fiscal cliff\u003c/a> and warns that without \u003ca href=\"https://www.bart.gov/about/financials/crisis\">new revenue streams\u003c/a>, it could move to reduce or cut services as soon as next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Service Halted From Hayward to North San José by Apparent Vandalism",
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"content": "\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\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>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.[aside postID=news_12064570 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/240404-District5BOSRedistricting-003-BL_qed.jpg']The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Apparent vandalism overnight led \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> to halt service on Friday morning between Hayward and North San José, the agency said.\u003c/p>\n\u003cp>The agency said that it was unable to begin service on the southern stretch of its Orange and Green line trains, which connect the East Bay and South Bay.\u003c/p>\n\u003cp>Just after 2 p.m., service on the Orange line between Richmond and Berryessa was restored, but Green line trains from Daly City were still only traveling as far south as Hayward.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That follows multiple widespread BART outages this year as the transit system faces a major budget deficit and threat of possible service reductions.\u003c/p>\n\u003cp>The latest disruption is believed to be the result of damage to wayside equipment, which is installed on BART trackways to detect trains and possible hazards and send commands to control train movement.\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>“It’s equipment that is essential for us to be able to safely run trains,” spokesperson Chris Filippi said. “That was damaged at some point from when we stopped service last night to when we wanted to start service this morning.”\u003c/p>\n\u003cp>Filippi said AC Transit and Santa Clara Valley Transportation Authority buses were running parallel routes between Hayward and Milpitas, and Milpitas and Berryessa, respectively.\u003c/p>\n\u003cp>He said BART passengers should look for the best alternative to get to their destination on \u003ca href=\"http://bart.gov/alternatives\">BART.gov/alternatives\u003c/a>.\u003c/p>\n\u003cp>Separate equipment issues in \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">September\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> halted trains for hours, and another problem on \u003ca href=\"https://www.kqed.org/news/12060687/bart-resumes-service-but-delays-remain-after-another-major-disruption\">one of two Transbay Tube tracks\u003c/a> connecting San Francisco to the East Bay slowed systemwide travel in October.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The outages have left customers frustrated, and advocates warning of what the future of Bay Area public transit could look like without a major funding boost.\u003c/p>\n\u003cp>Transit agencies in the region have struggled to regain pre-pandemic ridership due to a rise in remote work. Prior, \u003ca href=\"https://www.bart.gov/about/financials/crisis\">BART said passenger fares and parking fees covered 70%\u003c/a> of its operating costs. Now, that’s down to 25%.\u003c/p>\n\u003cp>Earlier this year, the agency announced $35 million in budget cuts and cost controls to balance its books for 2025, but it said it is operating on emergency funds that will run out in 2026. BART’s deficit is expected to balloon to $400 million by 2027.\u003c/p>\n\u003cp>It’s warned that without significant new funding, it could cut weekend service, close stations, shut down lines or reduce the number of trains it runs per hour.\u003c/p>\n\u003cp>Advocates are aiming to put a five-county sales tax measure on next November’s ballot to generate up to $980 million a year for local transit agencies for 14 years. In September, Gov. Gavin Newsom signed state Senate Bill 63, paving the way for the measure to be placed on the ballot.\u003c/p>\n\u003cp>A separate effort in San Francisco to support the San Francisco Municipal Transportation Agency would add a parcel tax to properties to generate up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_Final_Report_9n2cEn7.pdf\">$85 million a year\u003c/a>, though the tax measure is still in early stages.\u003c/p>\n\u003cp>\u003cem>KQED’s Amanda Hernandez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "south-bay-transit-officials-working-on-plan-b-in-case-trump-cuts-bart-funding",
"title": "Could Trump Funding Cuts Doom BART Extension?",
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"content": "\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.[aside postID=news_12059533 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/002_KQED_Housing_Oakland_02212020_3417_qed-1020x680.jpg']The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Officials working on the BART extension through downtown San José are creating a backup plan in case federal funding is delayed or cut off. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> transit officials work to bring the long-awaited BART extension through downtown San José to life, they’re also scrambling to form a “Plan B” for how to keep the project moving if President \u003ca href=\"https://www.kqed.org/news/tag/donald-trump\">Donald Trump\u003c/a> derails a massive chunk of pledged federal funding.\u003c/p>\n\u003cp>While the extension still faces many hurdles and financial uncertainties, it’s currently estimated to cost about $12.7 billion and open in 2037. Under President Joe Biden, the Federal Transit Administration last year promised $5.1 billion to support it, and local officials had secured another roughly $7 billion.\u003c/p>\n\u003cp>Officials from the Santa Clara Valley Transportation Authority, which is building the six-mile, four-station extension for BART, at the time celebrated the commitment from Washington and said it would be critical to making the project a reality.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But during Trump’s second term, local leaders have grown increasingly concerned about the potential for the federal funding to be cut off or delayed, and have pressed top project officials to put together a backup plan.\u003c/p>\n\u003cp>“I’ve asked it every month recently, and I’ll continue to ask, what the status of a plan B is,” San José Mayor Matt Mahan, who chairs a VTA subcommittee intended to more closely oversee the project, said at an October meeting.\u003c/p>\n\u003cp>“We’re in uncharted waters in Washington. If it becomes clear that the [federal funding] may not be in the works for us for many years, what’s our progress on having a more … radical Plan B so that we continue to have a project?”\u003c/p>\n\u003cfigure id=\"attachment_12063142\" class=\"wp-caption alignleft\" style=\"max-width: 938px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12063142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg\" alt=\"\" width=\"938\" height=\"565\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0.jpg 938w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/VTA_Graphic-Board_Aerial-Alignment-Map_0-160x96.jpg 160w\" sizes=\"auto, (max-width: 938px) 100vw, 938px\">\u003cfigcaption class=\"wp-caption-text\">The four-station South Bay BART extension is expected to extend the system through San José and up to Santa Clara. \u003ccite>(Courtesy of Valley Transportation Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Responses from top project officials at VTA have so far left a lot to the imagination.\u003c/p>\n\u003cp>Tom Maguire, the chief megaprojects delivery officer leading the effort, said in October that after hearing from board members about the concerns, he and his team are working on what the agency calls an “adaptive plan” and expect to deliver it to the board next year.\u003c/p>\n\u003cp>“The adaptive plan will address the specific risk of not knowing when the federal share will be available. We will explore what options best address this risk and report back early next year,” Maguire said in an email to KQED.\u003c/p>\n\u003cp>But in an interview with KQED in early October, Maguire said it is “hard to see” what the specifics of a Plan B might look like, noting that the primary focus for the agency has been figuring out the logistics of building the 53-foot-diameter tunnel the extension will run through.\u003c/p>\n\u003cp>The project, earlier this year, began its first heavy construction, with crews building a “launch structure” — essentially a massive, reinforced hole in the ground where a future $76 million tunnel-boring machine can be dropped into the earth to begin digging.\u003c/p>\n\u003cfigure id=\"attachment_12062941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12062941 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-01-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even with the $5.1 billion commitment from the federal government, combined with county taxes and state funds totaling nearly $7 billion, the six-mile, four-station extension is still over budget by roughly $700 million to $1 billion, officials say.\u003c/p>\n\u003cp>VTA staff have been working for the last year to slash costs to bring the project in line with the $12.1 billion in what they hope will be the available pot of money, through trims such as axing a maintenance yard and parking garages and simplifying station designs.\u003c/p>\n\u003cp>Some board members have raised the potential of harsher cuts — especially if federal funding doesn’t materialize soon — including cutting some stations out of the extension altogether.\u003c/p>\n\u003cp>The VTA must prove that it can build the project within a timeline and cost that Federal Transit Administration overseers approve in order to formally apply for the funding, something Maguire said the agency plans on doing in late 2026 or early 2027.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But if Trump or his Transportation Secretary Sean Duffy were to unilaterally pull back the funding commitment before then, it could deal another blow to a project that has already faced significant challenges, including yearslong delays, harsh internal audits and billions of dollars in cost increases.\u003c/p>\n\u003cp>While the level of concern about Trump’s potential influence is mixed among officials and experts, he has already intruded on other big transit projects, banking on significant federal support.\u003c/p>\n\u003cp>Trump’s administration earlier this year clawed back $4 billion from California’s in-progress high-speed rail project, denigrating the long-delayed infrastructure work in the process.\u003c/p>\n\u003cp>And in mid-October, remarks to reporters, Trump said a $16 billion rail project in New York and New Jersey, known as the Gateway project, was “terminated,” in part, analysts said, to politically punish Democratic Senate Minority Leader Chuck Schumer, who has championed it.\u003c/p>\n\u003cp>Since those initial comments, mixed signals from the administration about its intentions for the Gateway have only sown more \u003ca href=\"https://prospect.org/2025/10/27/another-rail-headache-for-new-york-new-jersey-courtesy-of-trump/\">concern and consternation, and fueled anxiety in the Bay Area.\u003c/a>\u003c/p>\n\u003cp>“It’s dire,” Santa Clara City Councilmember Suds Jain, a member of the VTA board and oversight subcommittee, told KQED about the president’s potential to complicate the South Bay project.\u003c/p>\n\u003cfigure id=\"attachment_12062944\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12062944\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/251104-BART-SAN-JOSE-FUNDING-CONCERNS-MD-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal site as part of the project to bring BART through downtown San José on Nov. 4, 2025 \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The Trump administration has been trying to penalize blue states,” he said. “So it’s not a great situation for this project because of how much power they have and how much control they have.”\u003c/p>\n\u003cp>Jain said he thinks the VTA’s only viable “Plan B” options would be to lobby California leaders, already struggling with a budget deficit, to help backfill the funding, or to simply “outlast” Trump, by using existing local and state funds to build portions of the project until the president is out of office, and then apply for the federal money.\u003c/p>\n\u003cp>Stacey Hendler Ross, a VTA spokesperson, told KQED the agency believes the project has strong support, based on reports from the agency’s lobbyists in Washington, D.C.\u003c/p>\n\u003cp>“It’s not a matter of if [the project] will receive federal funding, but when,” Hendler Ross said in an email.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Federal Transit Administration, in an emailed statement, said its staff is working with VTA to meet the requirements for the federal funding. “This involves multiple steps completed over several years,” the statement said.\u003c/p>\n\u003cp>Jacob Wasserman, a research program manager at the UCLA Institute of Transportation Studies, agreed he doesn’t think projects like VTA’s BART extension would be cut off entirely by the federal government. But there could still be trouble caused by any meddling with the funding, he said, and political leadership could play a big role.\u003c/p>\n\u003cp>“I don’t think they’ll ultimately be totally canceled for lack of federal funding, but it certainly will engender delays, which add cost,” Wasserman said. “I think if the Republican administration, an administration hostile to California, is still in power at the time they apply for their funds, it could be a huge issue.”\u003c/p>\n\u003cp>All of the uncertainty comes while questions about the feasibility of the project linger. The Trump administration aside, some VTA board members and other critics have raised concerns about the potential for more delays and even higher costs.\u003c/p>\n\u003cp>“This is going to turn into California’s version of the Boston Big Dig, where you start digging, you run out of money, and you’re going to have major delays, major cost increases,” Barney Smits, a retired engineer who worked for BART for 25 years, said at a public meeting.\u003c/p>\n\u003cp>The VTA decided in June to ditch its primary contractor on the project, a joint venture called Kiewit Shea Traylor, because of a dispute over the cost of tunneling and trackwork. That decision could add 18 months to the timeline before tunneling begins, which is currently pegged for 2029.\u003c/p>\n\u003cfigure id=\"attachment_12051900\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051900\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-3_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Workers and machinery are seen at VTA’s West Portal construction site in San José on June 23, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Other transit agency experts brought in to review VTA’s progress suggested the agency consider keeping the original contractor or “major components of that team” to take on a new tunneling contract because of their expertise.\u003c/p>\n\u003cp>It’s unclear if the agency plans to reconsider its contracting decision.\u003c/p>\n\u003cp>Jain, in an October meeting, said the project has been marred by “rookie mistakes” and mismanagement, and he has “little confidence” it can be completed for $12.7 billion, let alone $12.1 billion.\u003c/p>\n\u003cp>Morgan Hill Mayor Mark Turner, a VTA board member, asked Maguire during a joint BART and VTA meeting in October about the prospect of added costs.\u003c/p>\n\u003cp>“We have years to go on this project. Are we possibly looking at a price tag of $15 to $20 billion? Are you saying we can hold this to $12 billion throughout the rest of the project?” he asked.\u003c/p>\n\u003cp>“The answer to that is yes, but it’s a qualified yes,” Maguire said. “Yes, if we continue to make decisions, get contracts out there, get contractors locked in at prices that are valid today so that we don’t lose any more time.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> equipment issue on Monday morning slowed systemwide travel and halted trains on multiple lines for hours, according to the agency.\u003c/p>\n\u003cp>The commuter nightmare, which shut down a track in the Transbay Tube that connects the East Bay and San Francisco, is the \u003ca href=\"https://www.kqed.org/news/12054754/bart-outage-shuts-down-entire-system-for-2nd-time-in-months\">third major service meltdown\u003c/a> on the transit agency’s trains in recent months.\u003c/p>\n\u003cp>BART said it had resolved the track issue around 9:15 a.m. and would resume normal transit through the tube, though it could take time to alleviate major delays.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“[It’s] certainly not the way we want to start a Monday morning,” spokesperson Chris Filippi told KQED.\u003c/p>\n\u003cp>The issue began just before 6 a.m., when the operator of a train moving through the Transbay Tube reported seeing a small explosion as it traveled toward West Oakland from Embarcadero station.\u003c/p>\n\u003cp>Filippi said the operator heard a popping sound.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We sent an out of service train into the tube to do an investigation and that train reported seeing smoke,” he said. “Once that happened we stopped service on that track through the tube.”\u003c/p>\n\u003cp>For hours on Monday morning, the transit agency was forced to run both its north and southbound trains on one track through the tube, slowing travel in both directions. BART is still servicing all 50 of its stations, but it suspended all Red and Green line trains, which run from Antioch to San Francisco International Airport and Daly City to North San José, respectively.\u003c/p>\n\u003cp>Filippi said BART was extending Orange Line service during the outage to offset some of the effects of those outages.[aside postID=news_12060004 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/20231128-Muni-025-JY_qed.jpg']Over the weekend, BART did rail replacement work along one of the tube’s tracks. Red and Green line service was paused during the maintenance late Saturday and into Sunday morning, and the agency similarly operated a single track through the corridor, which it said would cause delays of about 10 to 15 minutes.\u003c/p>\n\u003cp>It’s not yet clear if the work is related to Monday’s outage, Filippi said.\u003c/p>\n\u003cp>“We definitely appreciate the patience of our riders on this,” he said. “Even though we do have service to all 50 stations, we do still have major delays, and we know that’s a significant disruption for folks and we take that very seriously.”\u003c/p>\n\u003cp>Monday’s issues, and the network problems that halted all service for hours in \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> and September, come as \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">BART faces a “fiscal cliff”\u003c/a> and has floated cutting or reducing services if one-time state and federal funding dries up as expected next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003cem>KQED’s\u003c/em>\u003ca href=\"https://www.kqed.org/author/bwatt\">\u003cem> Brian Watt\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“[It’s] certainly not the way we want to start a Monday morning,” spokesperson Chris Filippi told KQED.\u003c/p>\n\u003cp>The issue began just before 6 a.m., when the operator of a train moving through the Transbay Tube reported seeing a small explosion as it traveled toward West Oakland from Embarcadero station.\u003c/p>\n\u003cp>Filippi said the operator heard a popping sound.\u003c/p>\n\u003cfigure id=\"attachment_12046682\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12046682\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/20241204-BART-JY-024_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers tag their Clipper cards at Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We sent an out of service train into the tube to do an investigation and that train reported seeing smoke,” he said. “Once that happened we stopped service on that track through the tube.”\u003c/p>\n\u003cp>For hours on Monday morning, the transit agency was forced to run both its north and southbound trains on one track through the tube, slowing travel in both directions. BART is still servicing all 50 of its stations, but it suspended all Red and Green line trains, which run from Antioch to San Francisco International Airport and Daly City to North San José, respectively.\u003c/p>\n\u003cp>Filippi said BART was extending Orange Line service during the outage to offset some of the effects of those outages.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Over the weekend, BART did rail replacement work along one of the tube’s tracks. Red and Green line service was paused during the maintenance late Saturday and into Sunday morning, and the agency similarly operated a single track through the corridor, which it said would cause delays of about 10 to 15 minutes.\u003c/p>\n\u003cp>It’s not yet clear if the work is related to Monday’s outage, Filippi said.\u003c/p>\n\u003cp>“We definitely appreciate the patience of our riders on this,” he said. “Even though we do have service to all 50 stations, we do still have major delays, and we know that’s a significant disruption for folks and we take that very seriously.”\u003c/p>\n\u003cp>Monday’s issues, and the network problems that halted all service for hours in \u003ca href=\"https://www.kqed.org/news/12039472/bart-shuts-down-entire-train-service-due-to-computer-networking-problem\">May\u003c/a> and September, come as \u003ca href=\"https://www.kqed.org/news/12055129/riders-rally-to-keep-bay-area-transit-loan-running-on-time\">BART faces a “fiscal cliff”\u003c/a> and has floated cutting or reducing services if one-time state and federal funding dries up as expected next year. Transit advocates are lobbying to put a sales tax on the November 2026 ballot that would generate revenue for BART and other regional transit agencies also on the verge of major budget deficits.\u003c/p>\n\u003cp>\u003cem>KQED’s\u003c/em>\u003ca href=\"https://www.kqed.org/author/bwatt\">\u003cem> Brian Watt\u003c/em>\u003c/a>\u003cem> and \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Audit Flags Overtime Costs, Weak Controls as Agency Spends $96 Million",
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"content": "\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.[aside postID=news_12052690 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Rigid union rules. Persistent staffing gaps. Outdated timekeeping systems.\u003c/p>\n\u003cp>Those are among the factors \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART’s\u003c/a> inspector general pointed to in explaining why the transit agency continues to spend a growing share of its budget on overtime.\u003c/p>\n\u003cp>According to the watchdog office’s \u003ca href=\"https://www.bartoig.org/files/d8c036b58/BART+Overtime+Risks+Can+be+Reduced+by+Strategic+Improvements+in+Oversight+and+Management+June+13+-+2025.pdf\">recently published report\u003c/a>, overtime accounted for 14% of BART’s budget last year, with 57 employees doubling their base salaries through extra hours. While the trend dipped slightly last year, the report showed spending escalated from 2021 to 2023, when the agency paid about $96 million in overtime.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Overtime is gonna happen — you can’t run BART without overtime,” Inspector General Claudette Biemeret told the Board of Directors on Wednesday. “But at the end of the fiscal year, you wanna have your costs pretty close to what your budget was and not having these huge variances.”\u003c/p>\n\u003cp>BART staff said the pandemic played a large role in the staffing shortages. In 2021 alone, the agency lost 567 employees, 287 of whom retired after an incentive program was approved by the board. Others left after the agency implemented a \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Memo%20Vaccine%20Mandate%20for%20Consultants%20%20Contractors_10.29.2021.pdf\">COVID-19 vaccine mandate\u003c/a>. Since then, however, BART has steadily hired, growing its workforce by 11.5%.\u003c/p>\n\u003cp>Still, overtime spending grew through 2023.\u003c/p>\n\u003cfigure id=\"attachment_12054821\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12054821\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250905-BARTOutage-03-BL_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Tape blocks the entrance to the 24th Street BART Station in San Francisco during an outage on Sept. 5, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Biemeret said her office tried to identify the root causes but struggled to access key information in BART’s timekeeping system. Employees are required to file timesheets with overtime codes.\u003c/p>\n\u003cp>“But there is one field that [is] just a basic comment field — it’s freeform — you can type whatever you want in it, where people might put in the reason why they worked overtime,” she said. “Someone called out sick, there was an emergency, there was some sort of unexpected problem, whatever that may be. We could not get that information out of the system.”\u003c/p>\n\u003cp>Later in Wednesday’s meeting, BART’s Chief Financial Officer Joseph Beach contradicted Biemeret.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Actually, we do have that information available that can come out of the system,” he said. “It’s just data in the system; there should be no reason we shouldn’t get that for you.”\u003c/p>\n\u003cp>Biemeret said it was a surprise to hear that, since her staff had worked extensively to obtain the data, but were told it was inaccessible.\u003c/p>\n\u003cp>The report recommended several reforms, including stronger data collection, tighter overtime approval controls and better anti-fraud tools.\u003c/p>\n\u003cp>Although the audit did not uncover fraud, Biemeret said BART’s current data collection system was not robust enough to detect inconsistencies or red flags.\u003c/p>\n\u003cp>During public comment, SEIU 1021 President John Arantes, who represents 1,700 BART employees, blasted the report as “totally slanderous” to workers.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>If you gave us enough [of a] raise to live in the Bay Area, we [would] not need to work overtime,” he said. “We are not slaves or indentured servants. We have rights. We work overtime, and you shall pay us for the work that we do.”\u003c/p>\n\u003cp>Biemeret and board members stressed the audit was not to determine whether overtime should be allowed or paid, but rather to help BART manage costs.\u003c/p>\n\u003cp>The board instructed staff to begin implementing some recommendations while the inspector general’s office continues its review.\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Clarification:\u003c/strong> A photo in a Sept. 25 story about a BART audit was miscaptioned. The image showed SFMTA employees assisting passengers at the 24th Street BART station on Sept. 5, not BART employees as originally stated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART to Pay $6.75 Million to Woman Shot by Officer in Union City Parking Lot",
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"content": "\u003cp>In a rare pre-litigation settlement announced Friday, BART agreed to pay $6.75 million to a Union City woman \u003ca href=\"https://www.kqed.org/news/12018194/video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop\">shot by one of the agency’s police officers\u003c/a> last year and admitted that its initial public allegation that she had assaulted an officer was untrue.\u003c/p>\n\u003cp>Jasmine Gao, now 33, was sitting in her car outside the Union City station on Nov. 18 when she was met by a pair of BART police officers who had received reports of vehicles doing donuts in the parking lot.\u003c/p>\n\u003cp>Officer Nicholas Poblete, a six-year veteran of the BART police force, shot Gao when she tried to drive away after a brief struggle over her ID and car keys and a threat from Poblete to pepper-spray her.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241118-0\">a news release \u003c/a>posted the morning after the shooting, BART Police Chief Kevin Franklin said Gao “is alleged to have assaulted a police officer which led to one of the officers discharging their firearm.” The statement added that she would face several charges, including assault with a deadly weapon on police.\u003c/p>\n\u003cp>But on Friday, the transit agency said \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=7ZI76nfNcN5FctQy\">body-camera video\u003c/a> of the incident shows no assault took place. A \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250912\">statement\u003c/a> put out jointly by Gao’s attorneys and BART calls Franklin’s initial account of the shooting “inaccurate” and said it was “based on the available information from the investigation at that time.”\u003c/p>\n\u003cfigure id=\"attachment_12018300\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018300\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART acknowledges that when Ms. Gao drove away, no officer was being dragged or had any body part stuck in the window of her car when Poblete fired, and that no officer was otherwise endangered by Ms. Gao’s driving of the vehicle,” the joint statement said.\u003c/p>\n\u003cp>“It’s to BART’s credit that they recognized that the shooting should have never happened,” and settled the case without formal litigation, Ben Nisenbaum, the civil rights attorney representing Gao and her family, said in an interview.\u003c/p>\n\u003cp>Gao is still recovering from injuries suffered in the shooting. One of the bullets Pobelte fired narrowly missed her heart. A second caused her to lose full use of her left arm.[aside postID=forum_2010101911215 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/09/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg']BART said it has issued a notice of intent to fire Poblete, who is on paid leave as the termination process plays out.\u003c/p>\n\u003cp>During the encounter with Gao, Poblete and a fellow officer quickly established that she had not been involved in the reported driving incident. But before allowing her to go, Poblete told Gao her car’s registration had expired and asked to see her identification and proof of insurance.\u003c/p>\n\u003cp>Over the course of the next several minutes, \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=C8tKR-CnckRzKk9Z\">body-cam video\u003c/a> that BART released in December 2024 shows both Gao and Poblete growing increasingly agitated, with Poblete demanding Gao turn over her car keys and threatening to pepper-spray her. Gao refused to comply, telling Poblete repeatedly he was scaring her. When she rolled up the driver’s side window and began driving away, Poblete fired three shots.\u003c/p>\n\u003cp>Nisenbaum said that under state law, officers had no legal justification to stop Gao because of the registration issue. He called Poblete’s actions during the stop “a textbook example of what not to do” in an encounter with the public.\u003c/p>\n\u003cp>“So when [Gao] exhibits signs of fearfulness, the first reaction is to threaten to pepper-spray her?” he said. “You can imagine that that only put her in more of a fearful mode. So she did begin to drive away slowly, but no officer was in the way. No officer was threatened. How this turns into a shooting makes no sense whatsoever.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In a rare pre-litigation settlement announced Friday, BART agreed to pay $6.75 million to a Union City woman \u003ca href=\"https://www.kqed.org/news/12018194/video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop\">shot by one of the agency’s police officers\u003c/a> last year and admitted that its initial public allegation that she had assaulted an officer was untrue.\u003c/p>\n\u003cp>Jasmine Gao, now 33, was sitting in her car outside the Union City station on Nov. 18 when she was met by a pair of BART police officers who had received reports of vehicles doing donuts in the parking lot.\u003c/p>\n\u003cp>Officer Nicholas Poblete, a six-year veteran of the BART police force, shot Gao when she tried to drive away after a brief struggle over her ID and car keys and a threat from Poblete to pepper-spray her.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In \u003ca href=\"https://www.bart.gov/news/articles/2024/news20241118-0\">a news release \u003c/a>posted the morning after the shooting, BART Police Chief Kevin Franklin said Gao “is alleged to have assaulted a police officer which led to one of the officers discharging their firearm.” The statement added that she would face several charges, including assault with a deadly weapon on police.\u003c/p>\n\u003cp>But on Friday, the transit agency said \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=7ZI76nfNcN5FctQy\">body-camera video\u003c/a> of the incident shows no assault took place. A \u003ca href=\"https://www.bart.gov/news/articles/2025/news20250912\">statement\u003c/a> put out jointly by Gao’s attorneys and BART calls Franklin’s initial account of the shooting “inaccurate” and said it was “based on the available information from the investigation at that time.”\u003c/p>\n\u003cfigure id=\"attachment_12018300\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018300\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0002-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART acknowledges that when Ms. Gao drove away, no officer was being dragged or had any body part stuck in the window of her car when Poblete fired, and that no officer was otherwise endangered by Ms. Gao’s driving of the vehicle,” the joint statement said.\u003c/p>\n\u003cp>“It’s to BART’s credit that they recognized that the shooting should have never happened,” and settled the case without formal litigation, Ben Nisenbaum, the civil rights attorney representing Gao and her family, said in an interview.\u003c/p>\n\u003cp>Gao is still recovering from injuries suffered in the shooting. One of the bullets Pobelte fired narrowly missed her heart. A second caused her to lose full use of her left arm.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART said it has issued a notice of intent to fire Poblete, who is on paid leave as the termination process plays out.\u003c/p>\n\u003cp>During the encounter with Gao, Poblete and a fellow officer quickly established that she had not been involved in the reported driving incident. But before allowing her to go, Poblete told Gao her car’s registration had expired and asked to see her identification and proof of insurance.\u003c/p>\n\u003cp>Over the course of the next several minutes, \u003ca href=\"https://youtu.be/eSGnU9yxT-w?si=C8tKR-CnckRzKk9Z\">body-cam video\u003c/a> that BART released in December 2024 shows both Gao and Poblete growing increasingly agitated, with Poblete demanding Gao turn over her car keys and threatening to pepper-spray her. Gao refused to comply, telling Poblete repeatedly he was scaring her. When she rolled up the driver’s side window and began driving away, Poblete fired three shots.\u003c/p>\n\u003cp>Nisenbaum said that under state law, officers had no legal justification to stop Gao because of the registration issue. He called Poblete’s actions during the stop “a textbook example of what not to do” in an encounter with the public.\u003c/p>\n\u003cp>“So when [Gao] exhibits signs of fearfulness, the first reaction is to threaten to pepper-spray her?” he said. “You can imagine that that only put her in more of a fearful mode. So she did begin to drive away slowly, but no officer was in the way. No officer was threatened. How this turns into a shooting makes no sense whatsoever.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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},
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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},
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
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"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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},
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"officialWebsiteLink": "http://freakonomics.com/",
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
"meta": {
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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
},
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
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"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
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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.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
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