Proposed Plan for housing, transportation, the economy and environment in the nine counties will go to committee for review on Friday, March 13
Offers strategies, investments and outcomes for Contra Costa County
By John Goodwin, Assistant Director of Communications & Leslie Lara-Enríquez Assistant Director, Public Engagement, Metropolitan Transportation Commission
Plan Bay Area 2050+ is the latest long-range plan to guide growth and investment across the region’s nine counties and 101 cities. The plan seeks to advance an integrated vision for a Bay Area that is affordable, connected, diverse, healthy and vibrant for all by 2050. It focuses on the four areas of housing, transportation, the economy and environment.
The Contra Costa Centre Transit Village. Photo credit: Karl Nielsen
The plan and its related reports will be presented for review and consideration at a joint meeting of the MTC Planning Committee with the ABAG Administrative Committee on Friday, March 13, before the documents are referred to their respective approving bodies. The ABAG Executive Board will consider certification of the Final EIR and adoption of the final plan at its March 19 meeting. At its March 25 meeting, MTC will consider certifying the Final EIR and adopting the final plan, as well as adopting the accompanying Air Quality Conformity Analysis and an amendment to the 2025 Transportation Improvement Program.
The release of the proposed final Plan Bay Area 2050+ follows a 59-day public comment period for the Draft Plan and the Draft EIR that closed on December 18, 2025. The proposed final plan and Final EIR have been updated to reflect feedback received during the public comment period.
The map above shows Contra Costa County’s Growth Geographies, which are areas identified in Plan Bay Area 2050+ to help guide future housing and job growth. These areas are designated by local jurisdictions or based on their proximity to transit and access to opportunity. Source: MTG/ABAG
The Plan includes Partner Resources: Regional Tools for Local Action that local jurisdictions and partner agencies can use to develop plans, seek funding and take action to make a better Bay Area. It offers a fact sheet for each county, including Contra Costa, which spotlights strategies, investments and outcomes.
Plan Bay Area 2050+ is the latest long-range regional plan for the nine-county Bay Area. The plan lays out a series of funding and policy strategies that can create a more affordable, connected, diverse, healthy and vibrant future for all Bay Area residents in 2050. Unique to this plan cycle is the parallel Transit 2050+ planning effort, which culminated in the first-of-its-kind plan to re-envision the future of Bay Area public transit, in partnership with transit agencies across the region.
The BART Board voted to close all stations serving East County if the proposed Nov. sales tax measure fails. Source: BART
Contra Costa’s 4 representatives vote to adoptAlternative Service Plan to balance budget including 1,170 employee layoffs
Ridership still down 50% post-COVID
ByAllen 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 Antioch and Pittsburg/Bay Point 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”.
Foley represents portions of Central County and all of East County, Rinn represents portions of Central Contra Costa County, all of Lamorinda and most of the San Ramon Valley, 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.
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.
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.
“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
Drivers charged with a first-time DUI face an average of $13,500 in fines and penalties, as well as a suspended license
By Antioch Police Department
On Saturday, February 7, 2026, the Antioch Police Department will conduct a driving under the influence (DUI) Checkpoint from 5pm to 11pm at an undisclosed location.
DUI checkpoint locations are determined based on data showing incidents of impaired driving-related crashes. The primary purpose of DUI checkpoints is to promote public safety by taking suspected impaired drivers off the road.
“Impaired drivers put others on the road at significant risk,” Sergeant Rob Green said. “Any prevention measures that reduce the number of impaired drivers on our roads significantly improve traffic safety.”
The Antioch Police Department reminds the public that impaired driving is not just from alcohol. Some prescription medications and over-the-counter drugs may interfere with driving. While medicinal and recreational marijuana are legal, driving under the influence of marijuana is illegal.
Drivers charged with a first-time DUI face an average of $13,500 in fines and penalties, as well as a suspended license.
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 at 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 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.
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.
