Contra Costa Herald

News Of By and For The People of Contra Costa County, California

BART Board votes 8-1 to close up to 15 stations if proposed tax measure fails

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The BART Board voted to close four stations in Contra Costa County if the proposed Nov. sales tax measure fails. Source: BART

Contra Costa’s 4 representatives vote to adopt Alternative Service Plan to balance budget including 1,170 employee layoffs

Ridership still down 50% post-COVID

By Allen D. Payton

On Thursday, Feb. 26, 2026, the BART Board of Directors, on vote of 8-1, adopted an Alternative Service Plan outlining specific budget balancing details to solve a $376M deficit for the next fiscal year if no new funds become available to BART. According to a District press release, BART is facing a structural deficit of $350M to $400M because ridership is still down 50% compared to pre-pandemic levels and BART’s current funding model relies heavily on passenger fares.

As previously reported by the Herald, the stations on the list for potential Phase 1 closure in January 2027 include the 10 lowest ridership stations: North Concord, Orinda, Pittsburg Center, Oakland International Airport, West Dublin/Pleasanton, Castro Valley, San Bruno, South Hayward, South San Francisco and Warm Springs/South Fremont.

Phase 2 Closures Include Pittsburg/Bay Point and Antioch Stations

The Phase 2 – July 2027 Segment Closure Scenario, Contingent on Phase 1 implementation, would result in a 70% reduction in train hours and 25% reduction in system miles; Segment closures would stop service on most system segments opened after 1976: Yellow line service would end at Concord, shuttering the Pittsburg/Bay Point and Antioch Stations; Orange line service would end at Bay Fair,; Blue line service would be discontinued shuttering the West Dublin/Pleasanton Station; Most stations south of Daly City would be closed except for direct service to SFO would continue for revenue retention; Service continues to Milpitas and Berryessa due to terms of BART/VTA agreements.

Based on Proposed Transit Tax Measure Failing

The plan is based on the assumption a sales tax increase measure proposed for the November ballot in five Bay Area counties fails. As previously reported, voters would be asked to consider a one-half sales tax increase in Contra Costa, Alameda, San Mateo and Santa Clara counties and a one-cent sales tax increase in San Francisco County. The 14-year regional transportation sales tax would generate approximately $980 million annually with 60 percent dedicated to preserving service on BART, Muni, Caltrain and AC Transit, as well as San Francisco Bay Ferry and smaller transit agencies providing service in the five counties to keep buses, trains and ferries moving, including WestCat, County Connection and Tri Delta Transit. About one-third of the revenue would go to Contra Costa Transportation Authority, Santa Clara VTA, SamTrans and the Alameda County Transportation Commission, with flexibility to use funds for transit capital, operations, or road paving projects on roads with regular bus service.

Also, as previously reported, an effort is underway to gather signatures to place the measure on the ballot. The sales tax increase would be in addition to the half-cent sales tax for BART operations in Contra Costa, Alameda and San Francisco counties in place since the 1960’s.

Motion and Vote Details

Following public comments and discussion among the Board members a vote was taken on the following motion: The Board adopts the attached Resolution “In the Matter of Initially Approving an Alternative Service Plan to Take Effect January 2027 in the Event the Connect Bay Area Measure Fails to Receive Voter Approval at the Statewide General Election on November 3, 2026 and BART is Unable to Secure Other Revenue Sources.”

The motion was made by District 4 Director Robert Raburn, seconded by District 1 Director Matt Rinn, and passed on a vote of 8-1 with the additional support of District 7 Director Victor Flores, District 2 Director Mark Foley, District 3 Director Barnali Gosh, District 8 Director Janice Li, Board Vice President and District 9 Director Edward Wright and Board President and District 5 Director Melissa Hernandez.

District 6 Director Liz Ames was the only member of the Board of Directors to vote “No”.

Rinn represents portions of Central Contra Costa County, all of Lamorinda and most of the San Ramon Valley, Foley represents portions of Central County and all of East County, Gosh represents all of West County and Hernandez represents portions of San Ramon.

Approved Plan Details

The plan includes specific cuts and financial strategies needed to balance both the FY27 (July 1, 2026-June 30, 2027) and FY28 (July 1, 2027-June 30, 2028) budgets. The plan includes service cuts, station closures, fare increases, a 40% reduction in system support services, laying off 1,170 employees and a series of deferrals and one-time resources. The plan does not name specific stations to be closed and makes clear the BART Board will be responsible for all decisions on station closures. You can read the Alternative Service Plan resolution, resolution attachment and presentation to the BART Board.

BART has already made budget cuts across all departments and instituted a series of cost controls, including rightsizing service, labor savings, operational efficiencies, and reducing BART’s office space footprint. At the same time, BART has also worked to increase revenue by installing new fare gates, leasing out BART parking lots, and offering new fare products such as Clipper BayPass. View a detailed list of cost savings implement by BART at bart.gov/fiscalcliff.

Alternative Service Plan Details

To take place in January 2027:

  • 3-line service (Yellow, Blue, and Orange line service only, with limited peak service in only the peak commute direction on the Red and Green lines).
  • 30-minute frequencies on every line.
  • Closing at 9 pm seven days a week.
  • This service plan represents a 63% reduction in train hours.
  • 30% fare and parking fee increases (the estimated average fare would increase from $4.98 to $6.38).
  • Target approximately $30M in savings over 6 months from non-service budget reductions to fleet and non-fleet maintenance, police, cleaning, and administrative support functions.
  • Continue deferrals of priority capital allocations and retiree medical contributions.
  • Balance remainder of FY27 with one-time resources and financial deferrals.

Following the January 2027 cuts, staff will continuously assess ridership and revenue impacts and the performance of all District functions to determine if further reductions can be safely and legally implemented.

To take place in July 2027 if feasibly safe:

  • Target over $175M in annual cost reductions through a cumulative 70% reduction in service hours:
  • Maintain 3-line service, 30-minute frequencies on each line, closing at 9pm.
  • Close up to 15 stations and/or up to 25% of system track miles.
  • The BART Board will be responsible for all decisions on station or line segment closures.
  • Increase fares and parking fees up to a cumulative 50%. The estimated average fare would increase to $7.26.
  • Target annual operating expense savings of more than a cumulative $130M from non-service budget reductions to fleet and non-fleet maintenance, police, cleaning, and administrative support functions.
  • Continue to defer retiree health contributions; defer most remaining capital allocations.

Contingency:

  • If at any point it is determined BART can’t safely or legally operate with available resources, stop passenger service.
  • Use existing District tax revenues to secure system assets.
  • Work to determine system’s future.

Use of the State Loan  

BART can’t use state loan money to avoid station closures and service cuts if no new revenue becomes available because without new revenue, there is no way to pay the loan back. The state loan primarily helps with cash flow if a November 2026 transit funding measure is successful. It is a bridge loan that gives BART reassurances money will be available to continue to deliver the best service possible until the sales tax dollars from the successful ballot measure become available for BART’s use. This is projected to happen in July 2027 but could take longer. If a funding measure succeeds, BART will use $97M in loan funds to help balance the FY27 budget.

Allen D. Payton contributed to this report.

 

Taxpayers Association president suggests merging Contra Costa bus agencies to save costs instead of tax increase

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By Marc Joffe

Bay Area transit agencies are seeking another half-cent sales tax in November. While most of the $980 million a year in new revenue will go to BART, Muni and AC Transit, smaller agencies will also receive extra tax money, evading the need to reform. Contra Costa County will continue to have multiple bus operators, including two sharing the territory east of the Caldecott. Before voters agree to pour more public money into this hodgepodge of agencies, they should ask whether there are opportunities for reform.

Central and Eastern Contra Costa County are currently split between two distinct bus agencies. Tri Delta Transit covers eastern communities like Antioch and Brentwood, while County Connection serves central hubs including Walnut Creek and Concord. Together, they cover a combined service area of more than 800,000 residents. Both feed riders into BART, yet they maintain completely separate executive teams, planning departments, procurement offices, and administrative staff. In 2024, these two agencies spent a combined $79.8 million to deliver 4.1 million bus rides at an average cost of $19.39 per trip—of which passenger fares covered just $1.33, leaving taxpayers to subsidize the remaining $18.07 per ride.

The financial unsustainability of this arrangement is glaring when looking at farebox recovery and utilization. Passenger fares cover just 7.8 percent of operating costs at County Connection and an even worse 5.5 percent at Tri Delta Transit, meaning taxpayers shoulder nearly the entire burden for systems where 40-foot buses frequently circulate with almost no one on board. The redundancy also affects riders, with Tri Delta’s Route 201X running deep into Concord and County Connection’s Route 93X crossing into Antioch.  Riders navigating this corridor face separate fare structures and schedules simply to preserve two entrenched bureaucracies where one would clearly suffice.

My recent California Policy Center analysis of the state’s 85 transit operators highlighted the need to consolidate smaller agencies to rein in administrative overhead, a problem acutely visible at County Connection. The agency employs 249 people directly and negotiates with three distinct labor unions, driving salaries and benefits to $28.7 million, which consumes 62 percent of its $46.4 million operating budget. Tri Delta Transit, conversely, demonstrates the fiscal advantages of leveraging private sector efficiencies. Rather than inflating a massive public payroll, Tri Delta contracts its bus operations to a private company, Transdev, keeping its own overhead lean while retaining fleet ownership. Tri Delta has also pioneered microtransit with its Tri MyRide app, recognizing that deploying a shared van is far more sensible than running a near-empty 40-foot bus on a fixed loop through low-density neighborhoods.

The perverse incentives of the current funding model guarantee that meaningful reform will be ignored in favor of demanding more tax revenue. Merging the two agencies under a single general manager and board, while competitively contracting all operations, could save millions in administrative, operating, and capital costs.

It is important to recognize that Contra Costa bus agencies are not providing a meaningful solution for climate change or congestion. Federal transit data cross-referenced with the Department of Energy’s Transportation Energy Data Book reveals that Contra Costa’s highly subsidized buses average just four passengers and burn 8,400 BTU of energy per passenger-mile, which is more than double the energy intensity of a typical SUV and triple that of a passenger car.  Furthermore, Google’s Environmental Insights Explorer indicates that buses account for a statistically insignificant 0.31 percent of all trips in the county, meaning that additional bus funding from the new sales tax won’t alleviate congestion on Interstate 680 or Highway 4.

Subsidized suburban transit should be viewed strictly as a social safety net for those who lack alternatives, not as a green infrastructure project or a cure for regional traffic. When voters go to the polls in November 2026, they should firmly reject the new sales tax measure. Until regional planners dismantle these redundant bureaucracies and implement competitive contracting across a unified eastern and central Contra Costa County transit network, taxpayers are merely subsidizing an inefficient status quo.

Marc Joffe is the President of the Contra Costa Taxpayers Association.

 

Transit riders enjoy Make A Friend (On Transit) Day in the Bay

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Riders at the Antioch (left & center) and Concord BART Stations (right) make friends on transit Wednesday, Feb. 11, 2026. Photos left & center by Tri Delta Transit and right by Transbay Coalition

Morning and evening riders participated in a game to make personal connections while riding transit

By Transbay Coalition

Yesterday, Wednesday, February 11th, was International Make A Friend Day, and transit advocates were helping people throughout the region to make a friend on transit.  Morning and evening riders participated in a game across Contra Costa, Alameda, Santa Clara, San Mateo and San Francisco counties to make personal connections while riding transit.

Early that morning hundreds of Bay Area residents participated in Make a Friend (On Transit) Day and wore name tags as they went about their regular BART, Caltrain, ferry and bus trips to celebrate the day and build camaraderie in the Bay.

“It’s good for us all to remember the old saying that strangers are just friends you haven’t met yet.” said Carter Lavin, Transbay Coalition Co-Founder. “Transit is a shared public resource, connects us all, and is an integral part of our community. Make A Friend (On Transit) Day may be simple and a bit silly, but we hope it can bring a little more joy and connection.”

Between 7:30 and 9am at 10 BART stations, five Caltrain stations and one ferry terminal across the region, transit advocates across the region passed out materials at all corners of the Bay from Antioch to San Jose, San Francisco to Dublin/Pleasanton, Redwood City to Oakland. Despite a drizzly morning, transit riders wearing name tags with, “Hi my name is _____, ask me about ______” got to know one another while chatting about a range of topics including Bad Bunny, 3D printing, R&B, dancing, hobbits, and much more. A nice reminder that making a new friend can be as simple as getting to know your fellow transit rider.

“Make a Friend Day reminds us that friendship is a powerful bond that connects us all. Let public transit be that bridge; a simple hello to a fellow passenger today has the potential to brighten someone’s world,” says Tri Delta Transit CEO Rashidi Barnes.

In the evening, Transbay Coalition hosted free events at five locations around the Bay for people to gather and have another opportunity for folks to make some new friends.

“Make A Friend on Transit Day is a great reminder that our buses and stations are shared community spaces,” said Bill Churchill, General Manager of County Connection. “A simple hello can go a long way.”

Tri Delta Transit, County Connection and LAVTA Wheels helped  with nametag distribution at Antioch, Concord and Dublin/Pleasanton BART stations– which are also bus hubs served by the agencies. BART, Caltrain and SF Bay Ferry promoted the events on social media.

“SF Bay Ferry loves to welcome enthusiastic riders onboard our vessels. We hope that Make a Friend on Transit Day is an opportunity for passengers to connect about their favorite experiences on the ferry,” shared Teo Saragi, SF Bay Ferry spokesperson.

About Transbay Coalition

The Transbay Coalition is a grassroots public transportation advocacy group championing bold near-term solutions to the Bay Area’s regional transportation crisis. Founded to campaign for dedicated bus-only lanes on the Bay Bridge and its approaches, we’re striving to create an equitable and efficient public transit system and reduce greenhouse gas emissions. Our Mission and Vision is to build an equitable, seamless, and successful transportation network in the Bay Area by building a broad-based, ongoing, grassroots movement to advocate for equitable, sustainable public transportation.

Allen D. Payton contributed to this report.

Guest Commentary: There are better alternatives to BART’s cutback plan

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“They should go back to the drawing board and give us a cost savings plan that demands more sacrifice from BART management, senior staff, and retirees.”

By Marc Joffe

BART has published a plan to balance its budget in the event voters reject the half-cent additional transit sales tax slated for the November 2026 ballot. BART’s plan appears to be well thought out but imposes far more inconvenience on riders than is necessary to close an expected $376 million deficit.

The most visible change is the station closures. Under its more extreme Phase 2 plan, BART would close 15 stations systemwide, including these five in Contra Costa: Orinda, North Concord, Pittsburg Bay Point, Pittsburg Center, and Antioch. Oakland Airport station would close, but SFO would stay open. Five other stations in Alameda County south of Oakland would be shuttered, as would four stations in San Mateo County south of Daly City. (See related article)

But most of these stations should not close. As BART itself recognizes, the savings from shuttering stations are not that large. And there is an alternative that would achieve a large portion of the expected savings, which is to operate the stations on an unstaffed basis. This idea may seem strange to BART riders expecting to see a station agent, but the fact is that many train stations in California operate without staff, including several on Capitol Corridor and Caltrain. Even Pittsburg Center on e-BART often operates without staff.

That said, both Pittsburg Center and North Concord have very low utilization (less than 1000 riders on an average weekday) and are reasonable candidates for closure. Indeed, BART should demolish the North Concord station and sell the parking lot to a developer for conversion to single family housing, a use consistent with the adjoining neighborhood.

Pittsburg Center, being in the median of Highway 4, does not offer a similar redevelopment option. It is one of three stations on the eBART extension connecting Antioch, Pittsburg and Bay Point using standard-gauge diesel multiple-unit trains which are incompatible with the rest of BART. The BART retrenchment plan envisions closing the whole eBART extension. A better choice would be to find a private operator to take it over.

That operator should be given discretion over fares and the option to convert the line to driverless technology in hopes of achieving a profit or at least minimizing the need for taxpayer subsidies.

As anyone who has visited an airport in the last few decades knows, driverless trains are nothing new. Outside the Bay Area, they are used for non-airport systems such as Honolulu’s Skyline and Vancouver’s Skytrain. Paris, Singapore, and other cities have successfully converted some of their lines to autonomous operation and Washington DC’s Metro is looking into doing the same thing.

Over the longer term, the entire BART system should be driverless: it could achieve large operational cost savings while maintaining or even increasing service frequency. Yet BART is not giving serious consideration to transitioning to driverless trains. When BART Director Matt Rinn spoke to CoCoTax in November I asked him about the idea and saw that he was unfamiliar with it. Staff should be discussing this option with the governing board.

They don’t do so because BART operates primarily for the benefit of staff and the labor unions that collect a portion of their salaries via dues. Riders are second, and taxpayers are a distant third.

Contra Costa taxpayers already pay plenty for transit, and, this November, it is time for us to tell BART and other agencies “no more.” They should go back to the drawing board and give us a cost savings plan that demands more sacrifice from BART management, senior staff, and retirees.

One change that should be considered is a 10% salary reduction for all BART employees receiving over $100,000 per year. Based on my analysis of 2024 wage and overtime data, this option would save $54 million. Costly overtime hours should also be limited: in 2024 alone five BART employees collected over $200,000 in overtime a piece.

BART’s plan defers advanced payments for retiree health benefits. This saves $38 million, but only by pushing the cost onto future taxpayers when the fund holding the advance retiree health funding is exhausted. Instead, the BART retiree health benefit should be eliminated just as it was for Stockton employees when that city went bankrupt in 2012. With BART facing functional bankruptcy in 2026, a similar economy is needed. Retirees can get subsidized healthcare through Covered California or Medicare just as those of us who work in the private sector usually do.

Salary and benefit cuts in addition to the layoffs BART already has planned may seem harsh, but these are the types of reductions companies have to make when they are losing money and there is less demand for their product. Because BART now needs more of our money, we have the power to veto any cost-saving plan that fails to prioritize the needs of beleaguered taxpayers and riders. Let’s exercise that veto. In November, say NO to the transit sales tax.

Marc Joffe is the President of the Contra Costa Taxpayers Association

BART Board to be presented with plans for station, segment closures by Jan., July 2027

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Source: BART

If new funding not identified such as if Nov. 2026 ballot measure sales tax increase doesn’t pass

East Contra Costa, North Concord, Orinda Stations could be shuttered

By BART

At the annual BART Board Workshop on Thursday, February 12, BART staff will present Directors with detailed plans for an alternative service framework if a November 2026 ballot measure fails and no other operating revenue source is identified. 10 stations could be closed by January 2027 and three segments by July 2027.

During the workshop, staff will outline the risks and tradeoffs for service and non-service reductions. Because rail has high fixed costs and low marginal savings, it is impossible to close the projected FY27 $376M deficit with service cuts and fare increases alone.

BART staff evaluated multiple aspects of service including routes, stations, headways, peak, evening, and weekend service and hours of operation. The proposed framework outlines, for the very first time, specific details including which stations would need to be closed due to a lack of operating funds and the recommended phased approach to triggering further cuts. The plan retains as many riders as possible, while still cutting service to realize savings. System support services would need to be reduced by 40% as cost savings from cutting service would be largely offset by the resulting lost fare revenue.

Source: BART

Phase 1 – North Concord, Orinda, Pittsburg Center Stations Would Close

The stations on the list for potential Phase 1 closure in January 2027 include the 10 lowest ridership stations: North Concord, Orinda, Pittsburg Center, Oakland International Airport, West Dublin/Pleasanton, Castro Valley, San Bruno, South Hayward, South San Francisco and Warm Springs/South Fremont.

In addition, the proposed Phase 1 proposal includes Service Frequencies of a 63% reduction in train hours; Reduced base schedule: 3-line base schedule each with 2 trains/hour and 240% more transfers (Percentage of trips requiring a transfer increases from 7% to 22%); Test retaining peak service: Peak Green/Red/Yellow trains operate in peak hours/direction only; and No evening service: the lines would Close at 9 PM (7 days) and Open at 8 AM (Saturday and Sunday).

Source: BART

Phase 2 – Yellow Line Service Would End at Concord Station, Pittsburg/Bay Point & Antioch Stations Would Close

The Phase 2 – July 2027: Segment Closure Scenario, Contingent on Phase 1 implementation, would result in a 70% reduction in train hours and 25% reduction in system miles; Segment closures would stop service on most system segments opened after 1976: Yellow line service would end at Concord, shuttering the Pittsburg/Bay Point and Antioch Stations; Orange line service would end at Bay Fair,; Blue line service would be discontinued shuttering the West Dublin/Pleasanton Station; Most stations south of Daly City would be closed except for direct service to SFO would continue for revenue retention; Service continues to Milpitas and Berryessa due to terms of BART/VTA agreements.

Board Vote Scheduled for Feb. 26 Meeting

There will not be a Board vote at the workshop on February 12. After receiving feedback from Directors at the workshop, staff plans to return to the Board on Thursday, February 26, with a resolution to adopt a finalized alternative service framework that would be implemented if new funding is not secured.

You can read the full presentation here.

You can participate in the workshop. You may join in person (2150 Webster Street, Oakland, CA 94612) or via Zoom videoconferencing (https://us06web.zoom.us/j/89025424156).

Written comments may be addressed to the BART Board in advance via email to Board.Meeting@BART.gov, using “public comment” as the subject line, before 3:00 p.m. on Wednesday, February 11th.

 

Contra Costa Public Works to perform Vasco Road median delineator repair work Feb. 9

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Vasco Road Delineator Work Area Map. Source: CCC Public Works Dep’t

By Kelly Kalfsbeek, Community & Media Relations Coordinator, PIO, Contra Costa County Public Works Department

February 3, 2026, Brentwood, CA – The Contra Costa County Public Works Department will repair delineators to enhance safety on Vasco Road between Camino Diablo and the Alameda County Line on Monday, February 9, 2026, barring unforeseen circumstances. The work will occur from 9:00 a.m. through 4:00 p.m., weather permitting. The work will be scheduled to minimize impacts to commute traffic. Message boards will be posted to advise drivers of the scheduled work. A pilot car will be used to direct traffic through the work area. Drivers can expect delays of 20-30 minutes and are encouraged to use alternative routes.

About Contra Costa County Public Works Department:

The Contra County Public Works Department (CCCPWD) is responsible for the maintenance and operation of over 650 miles of roads, 79 miles of streams and channels, and over 150 County buildings. CCCPWD services include parks and recreation, sandbag distribution, flood control, road and facilities maintenance, and storm water management. CCCPWD operates two airports, Buchanan Field Airport in Concord and Byron Airport in Byron. For more information about CCCPWD, please visit us at: www.cccpublicworks.org.

For more information contact Jenna Castro (916) 900-6623.

Agreement reached on $590 million loan for Bay Area transit agencies

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Benefits AC Transit, BART in Contra Costa County

Provides “fiscal bridge” until revenue from possible 5-county sales tax increase measure on November ballot kicks in

By Rebecca Long, Director, Legislation & Public Affairs and John Goodwin, Assistant Director of Communications, Metropolitan Transportation Commission

SAN FRANCISCO, Jan. 30, 2026… The Office of Governor Newsom, the California Department of Finance and the Metropolitan Transportation Commission (MTC) on Friday reached an agreement on a $590 million loan for Bay Area transit agencies that will avert major service cuts at AC Transit, BART, Caltrain and SF Muni during the 2026-27 fiscal year that begins July 1. Negotiated in close coordination with the affected transit agencies — which together face a projected deficit of more than $800 million in the next fiscal year — the new agreement will sustain operations used by hundreds of thousands of daily transit riders across the region.

“California is following through in our support for Bay Area transit and the riders who rely on it every day,” said Gov. Newsom. “This agreement between my Administration and the Metropolitan Transportation Commission provides essential short-term financing to support Bay Area transit operations while the region works together on long-term funding solutions. Public transit is essential to our economy and to communities across California, and through continued partnership with regional and local agencies, we are delivering a more stable and reliable system – now and for the future.”

A regional funding measure authorized by the Legislature last year via state Senate Bill 63, authored by senators Scott Wiener of San Francisco and Jesse Arreguín of Berkeley, may appear on the November 2026 ballot in Contra Costa, Alameda, San Francisco, San Mateo and Santa Clara counties. If the measure qualifies for the ballot and is approved by voters, it would establish a temporary 14-year sales tax to support transit operations. But these funds would not begin flowing until around July 1, 2027. The state loan provides a fiscal bridge until the sales tax dollars potentially could be available. (See related articles here and here)

“Today is a huge win for Bay Area transit and for both transit riders and drivers,” said Sen.  Wiener. “For the past year, we’ve worked hard to craft a bridge loan to ensure BART, Muni, Caltrain and AC Transit are not forced to enact massive service cuts — potentially going into a death spiral — as we build toward a regional revenue measure to stabilize and strengthen these systems for the long run. I’m proud of our work with regional stakeholders and the Governor to make this loan a reality. Public transportation is part of the Bay Area’s lifeblood, and we must do everything in our power to strengthen it and protect it from service cuts. So many Bay Area residents rely on transit to get to work, school, or family, and service cuts would also explode traffic congestion. We must not let this happen, and we won’t let it happen.”

Today’s agreement authorizes the loan to be funded no later than July 1, 2026, using money awarded but not yet allocated for Bay Area projects by the California Transportation Commission through the state Transit Intercity Rail Capital Program (TIRCP). Because many transit capital projects have long construction timelines and the TIRCP is continuously replenished, the loan is structured to uphold the state’s commitments to awarded projects while minimizing risk to project schedules.

“MTC greatly appreciates the time and energy the Department of Finance and the Governor’s office put into this loan negotiation,” said Commission Chair Sue Noack, who represents Contra Costa County and also serves as mayor of Pleasant Hill. “It was critical to reach agreement on funding that would avert major service cuts this year while also protecting the Bay Area’s priority capital projects and this agreement does just that.”

Consistent with state Senate Bill 105 enacted last fall, the loan agreement includes a clearly defined repayment structure, a guaranteed revenue source to secure the loan and an agreed-upon interest rate:

  • 12-year repayment term, with interest-only payments during the first two years.
  • Repayment secured by the “revenue-based” portion of State Transit Assistance (STA) that goes directly to the transit agencies.
  • Variable interest rate tied to the state’s Surplus Money Investment Fund, ensuring the state is fully repaid at the same rate it would have earned had the funds remained in state accounts.

BART General Manager Bob Powers noted that his agency, “is currently developing detailed budget plans for two funding scenarios to close our projected $376 million operating deficit for Fiscal Year 2027 through either new revenue and efficiencies or through service reductions, station closures, fare increases, layoffs, and across-the-board internal cuts. A state loan gives us reassurance money will be available to continue to deliver the best service possible for the Bay Area. We are thankful to Governor Newsom and the Department of Finance for finding a path to fund transit operations during such an unprecedented scenario brought on by the pandemic and remote work. We also thank the Bay Area Legislative Caucus for their supportive efforts and look forward to working with the Legislature on early action to include the loan within the state budget.”

“This bridge loan will help us maintain Muni service for one crucial year for everyone who depends on transit to get where they need to go,” said Julie Kirschbaum, Director of Transportation at the San Francisco Municipal Transportation Agency, which operates Muni. “We thank the Metropolitan Transportation Commission for its leadership and the Governor and the Department of Finance for their collaboration. We are deeply appreciative of the tireless efforts of Mayor Daniel Lurie, State Senator Scott Wiener, State Senator Jesse Arreguín, the Bay Area Legislative Caucus, the Board of Supervisors and the transit advocates who kept this loan alive last year. With this key agreement completed, securing the additional funding we need to address our ongoing deficit is the critical priority.”

“San Francisco’s recovery is essential to the success of our region and our state,” noted Mayor Daniel Lurie. “Our city cannot continue its comeback without a safe, reliable transit system. This agreement is a major step forward towards securing the bridge loan needed to sustain our comeback and ensure transit systems can continue serving the families, seniors, students, and workers who rely on them every day. We’re already delivering greater accountability and efficiency for Muni, and ridership is continuing to climb toward pre-pandemic levels. I’m grateful to our partners at MTC and Governor Newsom for finalizing the agreement and prioritizing our city and our region’s recovery.”

Caltrain General Manager Michelle Bouchard made a similar point, “We are so grateful to the Governor, our delegation members, and our state and regional partners for stepping in and supporting public transit in the Bay Area at this critical time. This loan will allow us to preserve the service that made Caltrain the fastest growing transit agency in the U.S.”

“For 65 years, AC Transit’s north star has been delivering safe, reliable, and affordable bus service to the East Bay,” said Salvador Llamas, AC Transit General Manager and CEO. “That legacy was put at risk by unprecedented pandemic-related budget shortfalls. This state loan safeguards existing service levels and brings immediate relief to the more than 3 million riders each month who were at risk of losing some of the service they rely upon for the essentials of life. We thank Governor Newsom and our local and state partners for making this possible, and while long-term funding challenges remain, today we celebrate a critical win for our riders and communities.”

Senate Bill 63 co-author Jesse Arreguín also sounded a note of thanks, “I am grateful to the Governor and my legislative colleagues for supporting Bay Area transit with this loan. This agreement is a huge win to keep our transit agencies running and ensure that the Bay Area can continue as a major economic engine, while not compromising critical transit projects. At a time when we are at risk of significant service cuts that would grind the region to a halt, this additional funding will provide a vital lifeline to the Bay Area’s major transit agencies and provide fiscal stability as we move forward on a broader regional self-help measure this year.”

Contra Costa Sheriff’s Office Forensic Services Division receives state grant to help keep roads safe

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Photo: CCC Sheriff’s Office

$170,000 for Crime Lab

By Jimmy Lee, Director of Public Affairs, Contra Costa County Office of the Sheriff

The Contra Costa County Office of the Sheriff Forensic Services Division (FSD), a nationally accredited crime laboratory, has been awarded a competitive one-year grant of $170,000 to help keep our roadways safe from impaired drivers. Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.

The FSD will use the funding to support the testing program for detecting alcohol and drugs in driving under the influence (DUI) cases. New equipment will be purchased to enhance the analysis of alcohol and other volatile substances in DUI cases. Supplies will also be purchased to support comprehensive analysis and enable detection of illegal, prescription, and over-the-counter drugs commonly found in DUI cases. Funding for the pro-grams runs through September 2026.

“This grant will improve testing capabilities, analysis, and turnaround times at the Forensic Services Division,” said Contra Costa Sheriff David Livingston. “Having rapid results will benefit county law enforcement agencies and prosecutors and improve public safety.”

Connect Bay Area campaign raises nearly $3 million to support signature gathering for regional transit tax measure

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Multiple Bay Area transit agencies would benefit from the five-county sales tax measure. Photo: MTC. Graphics source: Connect Bay Area

Businesses, labor unions, civic foundations join effort for 5-county Nov. 2026 ballot measure to prevent threatened catastrophic transit service cuts, promote reliable, safe public transit

Includes Contra Costa; would generate about $1 billion per year

SAN FRANCISCO BAY AREA, CA — The Connect Bay Area Transit committee today announced that it has already raised nearly $3 million to support a region-wide effort to qualify Connect Bay Area, a voter-proposed regional transportation funding measure, for the November 2026 ballot. With strong early financial backing secured, the campaign will now begin signature gathering while continuing to fundraise to qualify and pass a five-county sales tax to save public transit.

About the Tax Measure

The measure if adopted would increase the sales tax in Contra Costa, Alameda San Mateo and Santa Clara Counties by a half cent and one cent in San Francisco County for 14 years. As previously reported, the measure would generate approximately $980 million annually across the five counties.

Revenue from the tax measure will benefit multiple transit agencies in the region including Tri Delta Transit, County Connection and WestCat, as well as AC Transit and BART which serve Contra Costa County residents.

Following is a county-by-county breakdown of the County Specific Dollars. It does not include money going to BART, Muni, AC Transit and Caltrain, or to regional improvements that aren’t designated by county, such as coordinated fare programs and accessibility improvements.

County Agencies:

  • Contra Costa County Transportation Authority (2.5%, $26.51M)
  • Alameda County Transportation Commission (1%, $10.26M)
  • San Mateo County Transit District (4.7%, $50M)
  • Santa Clara Valley Transportation Authority (25.1%, $264.07M)

Small Operators:

  • Contra Costa County small operators (1.5%, $15.75M)
  • Alameda County small operators (0.5%, $5.25M)
  • SF Bay Ferry (0.7%, $7M)
  • Golden Gate Transit (0.1%, $1M)

Without new and sustainable operations funding, the Bay Area will face a true emergency:

  • BART: Could shut down two of its five lines, reducing service from 4,500 trains per week to just 500, with trains running only hourly and no weekend service.
  • AC Transit: Would reduce service by 37%, bringing operations down to just half of pre-pandemic levels.
  • Muni: Would face 50% cuts to all bus and Metro lines, including elimination of entire neighborhood routes and San Francisco’s iconic historic trolleys and cable cars.
  • Caltrain: Trains would run only once per hour, end service by 9 p.m. on weekdays, and eliminate all weekend service.

The Connect Bay Area measure will support the future of public transportation in the Bay Area:

  • Protect and improve service on BART, Muni, Caltrain, SamTrans, VTA and AC Transit
  • Prevent catastrophic service cuts that could devastate the Bay Area
  • Keep traffic and emissions down, preventing gridlock and protecting climate progress;
  • Support the Bay Area’s economy, ensuring that downtown recovery and regional mobility remain strong.

The Connect Bay Area Transit measure will include strong accountability provisions. This ensures new funding delivers real improvements, not just short-term fixes. Transit agencies must:

  • Independent financial review and cost-efficiency: Operators will undergo a third-party financial review and be required to improve financial efficiency and use public funds wisely
  • Better regional coordination to benefit riders: Operators will be required to comply with MTC’s Regional Network Management Policies to coordinate across systems and simplify fares and signage to create a more seamless experience for riders.
  • Oversight Committee: An oversight committee will ensure that the expenditure plan is adhered to and hold MTC and operators accountable to all provisions of SB63.

About the Campaign

The campaign’s initial fundraising success reflects broad alignment across business, labor, philanthropy, and community leaders that a reliable, safe, and efficient public transportation system is vital to the future of the Bay Area. Major early donors include Chris Larsen, Herzog Contracting Corporation, Genentech, HNTB Corporation, Meta, and SEIU 1021. For a full list of donors, see below.

“Public transportation connects everyone. We are proud of the broad coalition uniting to prevent catastrophic service cuts and to build an affordable, safe, and efficient public transportation system,” said Jeff Cretan, a spokesperson for the Connect Bay Area Transit Committee. “The commitments we are seeing from business, labor, and civic leaders shows that everyone is ready to get this measure across the finish line in November.”

Connect Bay Area is a five-county regional tax measure designed to prevent catastrophic transit service cuts and provide reliable operating funding for major transit systems and local bus operators throughout the region. The measure also funds improvements to transit systems, capital projects within counties, and targeted road improvements. The measure is critical to supporting the Bay Area’s economy, promoting an affordable region, reducing traffic congestion, and ensuring access to jobs, schools, and healthcare.

Early financial support for the campaign includes commitments from:

  • Chris Larsen
  • Herzog Contracting Corporation
  • Genentech
  • HNTB Corporation
  • Meta
  • SEIU 1021
  • Jacobs
  • Silicon Valley Community Foundation
  • ATU Local 1555
  • PG&E
  • San Francisco Foundation
  • WSP
  • Golden State Warriors
  • AFSCME Local 3993
  • Boston Properties
  • Visa
  • AFSCME Council 57
  • T.Y. Lin
  • GILLIG
  • HDR, Inc.
  • Fehr & Peers
  • AFSCME 3916
  • Arup North America
  • Olson Remcho

Additional major employers, labor organizations, and philanthropic partners have indicated commitments that are expected to be finalized as the campaign continues to build momentum.

With signature gathering starting, the Connect Bay Area campaign will focus on qualifying the measure for the ballot while continuing to expand its coalition across the region. The Campaign must secure over 186,000 signatures from the five counties by June 6, 2026 to qualify for the November ballot.

The campaign’s early momentum comes as Bay Area transit agencies face an unprecedented funding crisis. Without a sustainable solution, public transportation in the the region could see devastating impacts, including:

  • BART could eliminate 2 full lines, stop service at 9pm on weekdays, and eliminate all weekend service.
  • Muni could eliminate entire routes, make 50% cuts to major bus and metro lines, gut historic train and cable car service.
  • Caltrain could cut weekday service to once an hour, stop service at 9pm on weekdays, and eliminate all weekend service.
  • AC Transit could cut up to 37% of overall service.

Recent polling on the proposed Connect Bay Area measure shows a clear path to passage, with strong support across counties and voter demographics. A survey conducted by EMC Research for the Metropolitan Transportation Commission found that 59% of Bay Area voters would support a proposed regional sales tax measure for public transportation. The threshold for passage for a signature-gathering initiative is 50%+1.

For more information about Connect Bay Area, visit ConnectBayArea.com.

About the Connect Bay Area Transit Committee

The Connect Bay Area Transit Committee is led by labor, business, and transit supporters, including the Bay Area Council, SEIU 1021, ATU 1555, SPUR, SAMCEDA, among others, as well as a broad advocacy council. The advocacy council includes more than 20 organizations including transit advocates, housing advocates, safe streets advocates, senior and disability advocates, and environmentalists. The Committee is focused on delivering a successful 2026 ballot measure that will strengthen public transportation to keep the Bay Area affordable for residents and support critical economic growth and climate resilience.

Allen D. Payton contributed to this report.

CA Office of Traffic Safety awards Contra Costa DA’s Office over $300k grant for DUI Prosecution Team

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By Ted Asregadoo, PIO, Contra Costa County District Attorney’s Office

Martinez, California – The Contra Costa County District Attorney’s Office received a grant from the California Office of Traffic Safety (OTS) of $323,500 to support a specialized prosecution team dedicated to alcohol and drug-impaired driving cases.

“We are grateful for this grant, which will allow us to focus specifically on holding individuals accountable for impaired driving and making the roads in our community safer for everyone,” District Attorney Diana Becton said. “Driving Under the Influence remains a significant danger on our roads. This funding strengthens our commitment to improving road safety and making sure justice is served effectively and efficiently.”

The specialized prosecution team will also partner with the statewide Traffic Safety Resource Prosecutor Training Program (TSRP) to train other prosecutors and investigators and collaborate with law enforcement agencies on best practices for handling and managing driving under the influence (DUI) cases.

“Through focused prosecution efforts and strong partnerships, we are working toward a future where all people will be safe on California roads,” OTS Director Stephanie Dougherty said. “Together, we’re holding impaired drivers accountable and encouraging safe, responsible choices that help build a culture where safety comes first.”

This is the first year the Contra Costa County District Attorney’s Office has received funding from the OTS for a specialized DUI prosecution program. The grant program runs through September 2026.

Funding for this program was provided by a grant from the California Office of Traffic Safety, through the National Highway Traffic Safety Administration.