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"content": "\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. [ad fullwidth]\u003c/p>\n\u003cp>The $2.6 billion train order will eventually see 775 brand new, far-quieter rail cars grace the transit system’s fleet, but right now, BART only has about 300 of them. The pause in accepting cars will give Bombardier time “to take steps to improve the cars’ reliability and availability, and to alleviate rail car storage constraints at BART’s maintenance yards,” an agency spokesperson wrote.\u003c/p>\n\u003cp>The new cars are vital, the agency has said, to deliver more dependable service for the region. They’ve been \u003ca href=\"https://www.kqed.org/news/11629111/bart-faces-new-delay-in-rolling-out-fleet-of-the-future\">anticipated to replace the aging, older fleet as far back as 2016\u003c/a>, with rave reviews claiming they are far quieter and cleaner, and sport more ample space than the original, still-running, BART train cars.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1343748390664880129\u003c/p>\n\u003cp>Still, this is far from the first bump in the road for BART’s future fleet, like when train \u003ca href=\"https://www.kqed.org/news/11632453/bart-says-its-ironed-out-problems-with-new-cars-and-you-can-ride-soonish\">doors had trouble opening for inspectors. \u003c/a>The new future fleet \u003ca href=\"https://www.nbcbayarea.com/investigations/bart-inspections-ordered-after-new-fleet-cars-decouple/2312203/\">reportedly had issues when coupling multiple rail cars\u003c/a>, and, as \u003ca href=\"https://www.sfchronicle.com/bayarea/article/BART-slows-rollout-of-new-trains-as-it-contends-13837200.php\">the San Francisco Chronicle noted\u003c/a>, the rail cars have also experienced higher-than-expected maintenance issues.\u003c/p>\n\u003cp>[aside tag=\"BART,public-transit\" label=\"more coverage\"]It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Still, this is far from the first bump in the road for BART’s future fleet, like when train \u003ca href=\"https://www.kqed.org/news/11632453/bart-says-its-ironed-out-problems-with-new-cars-and-you-can-ride-soonish\">doors had trouble opening for inspectors. \u003c/a>The new future fleet \u003ca href=\"https://www.nbcbayarea.com/investigations/bart-inspections-ordered-after-new-fleet-cars-decouple/2312203/\">reportedly had issues when coupling multiple rail cars\u003c/a>, and, as \u003ca href=\"https://www.sfchronicle.com/bayarea/article/BART-slows-rollout-of-new-trains-as-it-contends-13837200.php\">the San Francisco Chronicle noted\u003c/a>, the rail cars have also experienced higher-than-expected maintenance issues.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Jeffrey Tumlin, SFMTA director\"]'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'[/pullquote]\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>[aside label='Related Coverage' tag='muni']Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With revenues gutted due to the pandemic, the agency that runs the city's Muni transit service says it may need to dismiss more than 1,200 employees — 22% of its workforce.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Regional Agency Ditches Plan That Would Make Many of Us Permanent Telecommuters",
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"content": "\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn’t take account of lower-wage office workers who can’t work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate “penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you’re still being forced to work from home. And there’s no environmental benefit in that.” \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that “no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.” \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan “provide a lot of flexibility,” Josefowitz said. “Ultimately I think it acknowledges that it doesn’t really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Bay Area agency in charge of regional transportation planning voted Friday to change course on a plan that would have required most employees of large companies to work from home in coming decades. \u003c/p>\n\u003cp>The Metropolitan Transportation Commission instead opted for a revised proposal that will shift the focus of its effort to reduce greenhouse gas emissions.\u003c/p>\n\u003cp>Instead of mandating that 60% of those working for large employers across the region to telecommute on any given workday — \u003ca href=\"https://sf.streetsblog.org/2020/09/23/make-60-work-from-home-permanently/\" rel=\"noopener noreferrer\" target=\"_blank\">a scenario approved in September\u003c/a> — the amended plan focuses on ways to sharply curtail the share of commuters who drive to work from the current 65%. \u003c/p>\n\u003cp>The initiative is part of \u003ca href=\"https://mtc.ca.gov/our-work/plans-projects/plan-bay-area-2050\" rel=\"noopener noreferrer\" target=\"_blank\">Plan Bay Area 2050\u003c/a>, a comprehensive blueprint for transportation and housing. \u003c/p>\n\u003cp>Under state law, the MTC must adopt a plan that would reduce greenhouse gas emissions by 19% by 2035 or the region would face the loss of at least $100 million a year in funding for traffic congestion relief and other other transportation projects. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the original 60% work-from-home requirement, a major part of the plan to cut emissions, drew immediate pushback from business groups, transit operators and elected officials who argued it would have lasting negative effects. \u003c/p>\n\u003cp>Those consequences, critics said, could include damage to downtown business districts and an unsustainable loss of revenue for public transit agencies. Opponents also said the mandate didn’t take account of lower-wage office workers who can’t work from home or commute patterns in busy downtown areas where most workers have already abandoned driving alone to work as their commute option of choice. \u003c/p>\n\u003cp>Nick Josefowitz, a San Francisco MTC member and chief policy officer at regional planning think tank SPUR, said the telecommuting mandate “penalized people who are walking to work, biking to work or taking public transit. And it penalized companies that have located in places where people can do that and who encourage people to do that. And it penalized cities that have made huge investments in walking and biking and transit. It was basically saying if you walk to work, you’re still being forced to work from home. And there’s no environmental benefit in that.” \u003c/p>\n\u003cp>The amended proposal takes on the issue of reducing car trips from another angle. Instead of declaring that 60% of workers must work from home on a given day by the year 2035, it mandates that “no more than 40 percent of each employer’s workforce would be eligible to commute by auto on an average workday.” \u003c/p>\n\u003cp>The revised plan approved Friday leaves it up to major employers how to reach that goal by using a broad palette of incentives — or disincentives. \u003c/p>\n\u003cp>Inducements to use sustainable means to get to work could include free or subsidized transit passes, bike and e-bike subsidies and giveaways, on-site employee housing, housing subsidies for employees residing in walkable transit-rich communities or simply paying workers cash for walking, biking or telecommuting. \u003c/p>\n\u003cp>Measures to discourage driving could include getting rid of parking lots and garages and imposing higher parking fees.\u003c/p>\n\u003cp>The revised plan “provide a lot of flexibility,” Josefowitz said. “Ultimately I think it acknowledges that it doesn’t really matter if someone is biking to work or walking to work or taking transit — or in some cases working from home — as long as we have fewer and fewer people who are driving to work alone and causing the kind of crippling congestion the Bay Area has seen for so long and creating such environmental damage.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The entire Plan Bay Area 2050, which will set priorities for how to spend hundreds of billions of dollars on transportation and housing initiatives over the next three decades, is expected to be approved. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Tom Maguire, SFMTA director of sustainable streets\"]‘A competent contractor should be able to do work like this right. This is basic rail construction.’[/pullquote]\u003c/p>\n\u003cp>“If the ballast had been cleaned and kind of shaken out so that all of the mud and fine particles were removed, reusing the ballast probably would have been a cost-effective and time-effective strategy,” Kirschbaum said. “But it wasn’t. And as a result, we now have ballast that is really more mud than rock and needs to be addressed.”\u003c/p>\n\u003cp>In an answer to a question from Supervisor Rafael Mandelman, Kirschbaum said the cost of having a contractor go in and replace the ballast would be in the millions of dollars.\u003c/p>\n\u003cp>“Millions or tens of millions?” Mandelman asked.\u003c/p>\n\u003cp>“I think tens of millions,” Kirschbaum said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='twin-peaks-tunnel']The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco’s Municipal Transportation Agency will be forced to redo part of a $52 million tunnel project because of a decision during construction two years ago that has led to potential stability problems along tracks used by several Muni light-rail lines.\u003c/p>\n\u003cp>Fixing the track work on the Twin Peaks Tunnel — a high-profile project marked by a series of difficulties, including the death of a worker struck by a falling beam — could cost tens of millions of dollars.\u003c/p>\n\u003cp>SFMTA officials first disclosed the issue last month to the agency’s board. The potential cost was first discussed publicly Tuesday during an SFMTA presentation to the San Francisco County Transportation Authority board.\u003c/p>\n\u003cp>The tunnel project included seismic retrofitting of the 2-mile-long structure, which first opened in 1918, and replacement of its 50-year-old track structure, including rails, ties and the ballast rock that provides a stable rail bed and allows water to drain from the trackway.\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s director of transit, told the Transportation Authority board, a body made up of all 11 members of the Board of Supervisors, that instead of replacing the ballast rock during the project, as specified in \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/01/2-6-18_item_14_contract_award_-_twin_peaks_tunnel.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">the project contract\u003c/a>, “a decision was made” to reuse the ballast that had been in place for decades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In her initial presentation on the issue, during an Oct. 20 SFMTA board meeting, Kirschbaum said that when the tunnel work began in 2018, contractors discovered the old ballast was contaminated with a higher level of heavy metals than had been anticipated. That made the ballast “more costly to handle and more costly to dispose of,” she said.\u003c/p>\n\u003cp>“In order to keep the project on-time and on-budget, the decision was made to reuse rather than replace the ballast,” Kirschbaum said in October. \u003c/p>\n\u003cp>Mandelman noted Kirschbaum’s statement on Tuesday that “a decision was made” to reuse the uncleaned ballast and asked her who was responsible. Tom Maguire, the SFMTA’s director of sustainable streets, said the decision had been made jointly by agency staff and the project’s contractor, a joint venture involving Oakland’s Shimmick Construction and San Francisco-based Con-Quest Contractors.\u003c/p>\n\u003cp>“They had to weigh a couple of tricky issues in the field, including the possibility that some of the material might be contaminated and might need to be removed,” Maguire said. “However, that critical decision needed to have been elevated sooner and faster with a comprehensive view of all the risks” involved in leaving the old ballast in place.\u003c/p>\n\u003cp>Maguire told the SFMTA board in October that the agency was discussing the issue with the City Attorney’s Office “and figuring out how to hold the contractor accountable.”\u003c/p>\n\u003cp>“A competent contractor should be able to do work like this right,” Maguire told board. “This is basic rail construction.”\u003c/p>\n\u003cp>In her own October presentation to the SFMTA board, Kirschbaum said that while the ballast problem didn’t pose an immediate safety problem, inspections have determined that track stability issues are likely to develop in one particular location in the tunnel’s eastern half.\u003c/p>\n\u003cp>“Where we know it’s going to erode first based on visual inspections and what we’ve seen over the last two years is around the Eureka Curve,” between the Forest Hill and Castro stations, Kirschbaum said. \u003c/p>\n\u003ch3>‘Out of Excuses’\u003c/h3>\n\u003cp>Tuesday’s details about the tunnel issue emerged just days after \u003ca href=\"https://www.sfmta.com/blog/central-subway-slowed-covid-19-still-making-progress\" target=\"_blank\" rel=\"noopener noreferrer\">the SFMTA acknowledged\u003c/a> that its long-delayed Central Subway project will blow through another completion target date and likely not open until 2022.\u003c/p>\n\u003cp>The Twin Peaks Tunnel problem, on top of delays in other major projects and \u003ca href=\"https://sf.streetsblog.org/2020/09/02/bad-splices-point-to-fundamental-problems-at-muni/\" target=\"_blank\" rel=\"noopener noreferrer\">an embarrassing August mishap\u003c/a> in which spliced electrical wires derailed the SFMTA’s attempt to relaunch Muni Metro light-rail service, prompted an exasperated response from Supervisor Aaron Peskin, who chairs the transportation board.\u003c/p>\n\u003cp>“If this were just the Central Subway … I’d be frustrated,” Peskin said. “But when you add the ballast in the tunnel, and when you add the — frankly, I’m going to say it — screw-up relative to the splices, when you add that to the Van Ness BRT (bus rapid transit) delays, which is nowhere near as complicated as these other projects, you’re just, as I said in \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Central-Subway-delayed-again-until-2022-15727909.php\" target=\"_blank\" rel=\"noopener noreferrer\">the newspaper\u003c/a> the other day, you’re out of excuses.”\u003c/p>\n\u003cp>SFMTA officials didn’t immediately respond to questions about when the ballast replacement work will begin. Except for its brief, troubled reopening in August, all Muni Metro light-rail service has been shut down since shortly after COVID-19 shelter-at-home orders were imposed in March.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Twin Peaks Tunnel work took place during the summer of 2018 and was marked by a series of missteps and one construction tragedy.\u003c/p>\n\u003cp>Muni’s use of bus shuttles to replace light-rail service through the tunnel during the two months of construction exposed a major shortage of coach operators and \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Twin-Peaks-Tunnel-closure-compounds-Muni-driver-13153530.php\" target=\"_blank\" rel=\"noopener noreferrer\">threw citywide bus service into disarray\u003c/a>.\u003c/p>\n\u003cp>As work on the project was near completion, a falling beam killed Colusa County construction worker Patrick Ricketts, 51. That brought to light \u003ca href=\"https://www.kqed.org/news/11686976/muni-chief-downplays-safety-concerns-in-sf-tunnel-project-after-worker-death\" target=\"_blank\" rel=\"noopener noreferrer\">a long history of safety violations\u003c/a> by Oakland-based Shimmick Construction, one of the project’s principal contractors. Cal/OSHA fined Shimmick and its joint venture partner in the project, San Francisco-based Con-Quest, $65,300 for safety infractions related to Ricketts’ death.\u003c/p>\n\u003cp>When the tunnel reopened, service was subject to repeated delays attributed to problems with trackside train control equipment. After nearly three weeks of frequently disrupted service, \u003ca href=\"https://www.kqed.org/news/11691978/muni-says-contractors-mistakes-on-tunnel-project-causing-new-delays-in-service\" target=\"_blank\" rel=\"noopener noreferrer\">Muni said\u003c/a> that a contractor’s crew had damaged the trackside equipment while doing follow-up work on the project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The Golden Gate Bridge, Highway and Transportation District's board voted to \u003ca href=\"https://bit.ly/fioreggbridgedistrictcrisis\">lay off 88 bus drivers and 21 ferry deckhands\u003c/a> amid a deepening fiscal crisis.\u003c/p>\n\u003cp>Transit agencies all around the Bay Area have been hit hard by the COVID-19 pandemic, with the agency that runs the Golden Gate Bridge and Golden Gate Transit facing a $48 million deficit.\u003c/p>\n\u003cp>Union representatives point out that the bridge district is sitting on a $220 million capital reserve fund and should use that to avoid layoffs.\u003c/p>\n\u003cp>Since it doesn't sound like tapping the reserve fund is in the cards, I sure hope some miracle (or federal relief) happens to keep this vital transit link from being decimated by the effects of the pandemic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Golden Gate Bridge, Highway and Transportation District's board voted to \u003ca href=\"https://bit.ly/fioreggbridgedistrictcrisis\">lay off 88 bus drivers and 21 ferry deckhands\u003c/a> amid a deepening fiscal crisis.\u003c/p>\n\u003cp>Transit agencies all around the Bay Area have been hit hard by the COVID-19 pandemic, with the agency that runs the Golden Gate Bridge and Golden Gate Transit facing a $48 million deficit.\u003c/p>\n\u003cp>Union representatives point out that the bridge district is sitting on a $220 million capital reserve fund and should use that to avoid layoffs.\u003c/p>\n\u003cp>Since it doesn't sound like tapping the reserve fund is in the cards, I sure hope some miracle (or federal relief) happens to keep this vital transit link from being decimated by the effects of the pandemic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Update, 2:30 p.m. Friday, Nov. 13:\u003c/strong> The Golden Gate Bridge, Highway and Transportation District board voted Friday to lay off 146 union workers in January as the agency struggles to deal with a fiscal crisis triggered by the coronavirus pandemic and a plunge in ridership. \u003c/p>\n\u003cp>The board voted after hearing more than an hour of comment from the district's bus drivers, ferry crew members, patrons and union leaders who sometimes pleaded with, sometimes demanded, that board members find some other way to close a deficit that agency management estimates at $48 million for this fiscal year. \u003c/p>\n\u003cp>\"The proposal to lay off so many workers is an outrageous one,\" Frank McMurray, a 20-year veteran ferry deckhand, told the board. \"The job of the bridge board and management is to be good shepherds, good stewards of the bridge, ferry and the bus. That certainly means preserving the bridge, preserving the ferry and preserving the buses, but it also means preserving the workers that make this whole thing work.\" \u003c/p>\n\u003cp>Michael Cornelius, a representative from the Amalgamated Transit Union's international office, joined other commenters in urging the board to consider spending some of its $220 million in capital reserves to avoid the layoffs and to wait to see whether the federal government under the Biden administration will provide new relief funds for transit agencies. \u003c/p>\n\u003cp>\"You owe your employees who continue to work through this pandemic and risked their lives, you owe them,\" Cornelius said. \"You owe them a couple months of patience. You owe them the chance to see what happens in 2021.\"\u003c/p>\n\u003cp>District management says the bridge agency has been losing $2 million a week through a combination of reduced toll revenue and fares from bus and ferry passengers. The agency says that despite deep services, the $50 million in federal emergency relief money the agency received last spring will run out by the end of this month. \u003c/p>\n\u003cp>The proposal put forward by Golden Gate General Manager and CEO Denis Mulligan envisioned eliminating 205 positions — including 146 current employees and 59 open jobs. The workers, including 88 bus drivers and 21 ferry deckhands, would be let go Dec. 5 with a four-week severance package and an extension of several months of medical benefits.\u003c/p>\n\u003cp>Management also put forward two other budget proposals that went largely undiscussed during the board's deliberations: a $2 dollar \"COVID surcharge\" toll increase to raise additional revenue or a $1.25 toll increase that would be combined with a 20% furlough pay cut for union workers.\u003c/p>\n\u003cp>Brian Sobel, a Sonoma County representative who chairs the board's finance committee, said directors were in \"a horrible and difficult situation that puts our duties as directors at odds with our feelings of compassion for our employees.\" But he echoed statements from Mulligan that the agency has no choice but cutting spending or raising revenue and that spending capital funds was not an option. \u003c/p>\n\u003cp>\"We don't have the right to hand out tollpayer and ratepayer money however we wish,\" Sobel said. \"It doesn't belong to the board. We are ... stewards of the money, and we have a fiduciary responsibility to the tollpayers, ratepayers and taxpayers of our respective counties.\"\u003c/p>\n\u003cp>Ultimately, the board voted 11-5 to approve an amendment put forward by Sobel that delays the effective date of the layoffs until Jan. 4, 2021. The directors also approved the severance plan and a separate proposal that imposes furloughs equivalent to a 10% pay cut on the agency's management staff. \u003c/p>\n\u003cp>\u003cstrong>Original post, Thursday, Nov. 12:\u003c/strong> The COVID-19 pandemic has pushed the agency that runs the Golden Gate Bridge and its associated transit service into a fiscal corner where nearly all of the region’s public transportation operators may soon find themselves.\u003c/p>\n\u003cp>[pullquote size='medium' align='right' citation='Golden Gate Bridge District General Manager and CEO Denis Mulligan ']'Every day we send some bus drivers home without driving.'[/pullquote]\u003c/p>\n\u003cp>Faced with a disastrous decline in fare and toll revenue because of coronavirus shelter-at-home orders, and with federal emergency relief finds drying up, the Golden Gate Bridge, Highway and Transportation District's board of directors will meet Friday to discuss a series of draconian proposals to close a projected $48 million deficit and keep transit services running.\u003c/p>\n\u003cp>The alternatives include:\u003c/p>\n\u003cul>\n\u003cli>Cutting 205 staff positions, including 88 bus drivers and 21 ferry deck hands. If the board approves this option, layoffs would occur Dec. 5.\u003c/li>\n\u003cli>Imposing a $2 toll \"surcharge\" on southbound cars and motorcycles that would raise the cost of crossing the bridge to $9.70 per trip for FasTrak users and $10.70 for drivers billed for single trips.\u003c/li>\n\u003cli>A hybrid plan that would include a $1.25 toll increase and require the district’s union workers to be furloughed one day a week — equivalent to a 20% cut in pay. Raising tolls would require a public hearing, which would be held Nov. 23.\u003c/li>\n\u003c/ul>\n\u003cp>The board — whose 9 a.m. meeting is \u003ca href=\"https://www.goldengate.org/district/board-of-directors/board-calendar/events/special-meeting-of-board-of-directors---november-13-2020/\" target=\"_blank\" rel=\"noopener noreferrer\">open to the public via teleconference\u003c/a> — will also consider furloughs for management staff that would be equivalent to a 10% pay cut.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We're in a financial crisis — we need to either raise revenues or reduce costs,\" Denis Mulligan, the bridge district's general manager and CEO, said \u003ca href=\"https://www.kqed.org/forum/2010101880772/as-emergency-funds-run-out-golden-gate-bridge-considers-toll-hike\" target=\"_blank\" rel=\"noopener noreferrer\">on KQED's Forum program\u003c/a> Thursday. \"We should put all options on the table and ask the public what they think.\"\u003c/p>\n\u003cp>The district has dramatically reduced bus and ferry service during the pandemic, and Mulligan said cost cutting would inevitably involve layoffs.\u003c/p>\n\u003cp>\"Our biggest expense is people,\" he said. \"We need to reduce the number of people we employ, even though they're great people and great employees.\"\u003c/p>\n\u003cp>Mulligan also argued that the district simply can't afford to continue paying employees for whom there's currently little need.\u003c/p>\n\u003cp>[aside tag=\"covid-19\" label=\"more coverage\"]\u003c/p>\n\u003cp>\"Every day we send some bus drivers home without driving,\" Mulligan said. \"They're great employees, but we don't have work for them because no one's riding the bus. And every day we have ferry staff painting curbs and bollards in the parking lot to keep them actively working. The question is ... should we pay and keep them on the payroll even though we don't have the work they're hired for?\"\u003c/p>\n\u003cp>The Amalgamated Transit Union Local 1575, which represents bus drivers who may be laid off, has pushed back against the district's proposals, saying the agency should dip into its $219 million in capital reserves before imposing toll increases or layoffs.\u003c/p>\n\u003cp>District management laid out its crisis proposals in \u003ca href=\"https://www.goldengate.org/assets/1/25/2020-1113-specialbodmtg-no5a-authactionsreducecostsorraiserevenues_attachment-new.pdf?6290\" target=\"_blank\" rel=\"noopener noreferrer\">a budget memo \u003c/a>to board members earlier this week. The memo advised the board that if no action is taken on tolls, layoffs or furloughs, \"then, by default, the board will be deciding to spend its Capital Reserves to pay employees for whom there is no work.\"\u003c/p>\n\u003cp>The Golden Gate Bridge district is just one of several big Bay Area transit agencies facing tough choices as the pandemic continues to suppress ridership and revenue.\u003c/p>\n\u003cp>The BART board of directors is scheduled to hear a staff presentation next week on a range of cost-cutting scenarios, including possible new service cuts and offering early retirement incentives to try to reduce its workforce. AC Transit in the East Bay and the Santa Clara Valley Transportation Authority in the South Bay are also contemplating further service reductions in coming months.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, 2:30 p.m. Friday, Nov. 13:\u003c/strong> The Golden Gate Bridge, Highway and Transportation District board voted Friday to lay off 146 union workers in January as the agency struggles to deal with a fiscal crisis triggered by the coronavirus pandemic and a plunge in ridership. \u003c/p>\n\u003cp>The board voted after hearing more than an hour of comment from the district's bus drivers, ferry crew members, patrons and union leaders who sometimes pleaded with, sometimes demanded, that board members find some other way to close a deficit that agency management estimates at $48 million for this fiscal year. \u003c/p>\n\u003cp>\"The proposal to lay off so many workers is an outrageous one,\" Frank McMurray, a 20-year veteran ferry deckhand, told the board. \"The job of the bridge board and management is to be good shepherds, good stewards of the bridge, ferry and the bus. That certainly means preserving the bridge, preserving the ferry and preserving the buses, but it also means preserving the workers that make this whole thing work.\" \u003c/p>\n\u003cp>Michael Cornelius, a representative from the Amalgamated Transit Union's international office, joined other commenters in urging the board to consider spending some of its $220 million in capital reserves to avoid the layoffs and to wait to see whether the federal government under the Biden administration will provide new relief funds for transit agencies. \u003c/p>\n\u003cp>\"You owe your employees who continue to work through this pandemic and risked their lives, you owe them,\" Cornelius said. \"You owe them a couple months of patience. You owe them the chance to see what happens in 2021.\"\u003c/p>\n\u003cp>District management says the bridge agency has been losing $2 million a week through a combination of reduced toll revenue and fares from bus and ferry passengers. The agency says that despite deep services, the $50 million in federal emergency relief money the agency received last spring will run out by the end of this month. \u003c/p>\n\u003cp>The proposal put forward by Golden Gate General Manager and CEO Denis Mulligan envisioned eliminating 205 positions — including 146 current employees and 59 open jobs. The workers, including 88 bus drivers and 21 ferry deckhands, would be let go Dec. 5 with a four-week severance package and an extension of several months of medical benefits.\u003c/p>\n\u003cp>Management also put forward two other budget proposals that went largely undiscussed during the board's deliberations: a $2 dollar \"COVID surcharge\" toll increase to raise additional revenue or a $1.25 toll increase that would be combined with a 20% furlough pay cut for union workers.\u003c/p>\n\u003cp>Brian Sobel, a Sonoma County representative who chairs the board's finance committee, said directors were in \"a horrible and difficult situation that puts our duties as directors at odds with our feelings of compassion for our employees.\" But he echoed statements from Mulligan that the agency has no choice but cutting spending or raising revenue and that spending capital funds was not an option. \u003c/p>\n\u003cp>\"We don't have the right to hand out tollpayer and ratepayer money however we wish,\" Sobel said. \"It doesn't belong to the board. We are ... stewards of the money, and we have a fiduciary responsibility to the tollpayers, ratepayers and taxpayers of our respective counties.\"\u003c/p>\n\u003cp>Ultimately, the board voted 11-5 to approve an amendment put forward by Sobel that delays the effective date of the layoffs until Jan. 4, 2021. The directors also approved the severance plan and a separate proposal that imposes furloughs equivalent to a 10% pay cut on the agency's management staff. \u003c/p>\n\u003cp>\u003cstrong>Original post, Thursday, Nov. 12:\u003c/strong> The COVID-19 pandemic has pushed the agency that runs the Golden Gate Bridge and its associated transit service into a fiscal corner where nearly all of the region’s public transportation operators may soon find themselves.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"Every day we send some bus drivers home without driving,\" Mulligan said. \"They're great employees, but we don't have work for them because no one's riding the bus. And every day we have ferry staff painting curbs and bollards in the parking lot to keep them actively working. The question is ... should we pay and keep them on the payroll even though we don't have the work they're hired for?\"\u003c/p>\n\u003cp>The Amalgamated Transit Union Local 1575, which represents bus drivers who may be laid off, has pushed back against the district's proposals, saying the agency should dip into its $219 million in capital reserves before imposing toll increases or layoffs.\u003c/p>\n\u003cp>District management laid out its crisis proposals in \u003ca href=\"https://www.goldengate.org/assets/1/25/2020-1113-specialbodmtg-no5a-authactionsreducecostsorraiserevenues_attachment-new.pdf?6290\" target=\"_blank\" rel=\"noopener noreferrer\">a budget memo \u003c/a>to board members earlier this week. The memo advised the board that if no action is taken on tolls, layoffs or furloughs, \"then, by default, the board will be deciding to spend its Capital Reserves to pay employees for whom there is no work.\"\u003c/p>\n\u003cp>The Golden Gate Bridge district is just one of several big Bay Area transit agencies facing tough choices as the pandemic continues to suppress ridership and revenue.\u003c/p>\n\u003cp>The BART board of directors is scheduled to hear a staff presentation next week on a range of cost-cutting scenarios, including possible new service cuts and offering early retirement incentives to try to reduce its workforce. AC Transit in the East Bay and the Santa Clara Valley Transportation Authority in the South Bay are also contemplating further service reductions in coming months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Why the Caltrain Sales Tax Wins Even If It 'Loses' in Santa Clara County",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/11844943/measure-rr-caltrain-sales-tax-measure-results\" rel=\"noopener noreferrer\" target=\"_blank\">We told you last week\u003c/a> that Measure RR, the measure that would impose a one-eighth-cent sales tax to support Caltrain, looked like it was on its way to rather easily getting the two-thirds majority it needed from voters in Santa Clara, San Francisco and San Mateo counties. \u003c/p>\n\u003cp>That’s still true today, though there’s a little bit of a wrinkle in the results people have been asking us about. \u003c/p>\n\u003cp>As of Tuesday evening, with the most recent returns from all three counties, Measure RR was getting \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">a 69% “yes” vote\u003c/a>. That’s obviously well above the 66.66% threshold, and with a rapidly shrinking number of outstanding ballots to count, the tax is a done deal \u003c/p>\n\u003cp>But here’s the thing people are asking about: The vote in two of the three counties involved, San Francisco and San Mateo, is well above 70% “yes.” But the vote in the third county, Santa Clara, has actually dropped below the two-thirds threshold and now stands at 65.9%. \u003c/p>\n\u003cp>So, what gives? Does Measure RR go down to defeat if it fails to get a two-thirds vote in Santa Clara County?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>The answer: No.\u003c/strong> The measure’s success or failure depends on the collective vote total from all three counties, which are joined together in a special district called the Peninsula Corridor Joint Powers Authority. \u003c/p>\n\u003cp>In essence, when voters cast their “yes” or “no” ballots on Measure RR, they were doing so not as citizens of San Mateo, Santa Clara or San Francisco counties but as residents of that special district. It’s the same basic process as voting in a legislative district that spans several counties: What decides the race is the district total, not the totals in each county.\u003c/p>\n\u003cp>[aside postID=news_11844943 hero='https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-1180x885.jpg']This isn’t the first time in recent Bay Area history that a multicounty tax measure has succeeded despite failing to get the needed vote in one or more of the counties involved. \u003c/p>\n\u003cp>For instance, BART’s $3.5 billion bond measure in 2016 (also called Measure RR) needed a two-thirds majority because it sought to impose parcel taxes in the three BART counties — Alameda, Contra Costa and San Francisco.\u003c/p>\n\u003cp>Voters in San Francisco and Alameda counties embraced the idea, giving it “yes” votes of 81.3% and 71.3% respectively. Contra Costa voters did not warm up to the idea quite so much, though 60.4% of them voted for it. The \u003ca href=\"https://www.kqed.org/news/11159698/bart-bond-measure-leads-in-early-vote-returns\" rel=\"noopener noreferrer\" target=\"_blank\">overall result\u003c/a> was a 70.5% bond approval in the three BART counties. \u003c/p>\n\u003cp>In 2018, Bay Area voters were asked to approve toll increases on the region’s state-owned bridges. The state law authorizing the measure, Regional Measure 3, effectively turned the nine Bay Area counties into a special district where a simple majority of all voters could approve the increases. \u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11674221/the-regional-measure-3-victory-by-the-numbers\" rel=\"noopener noreferrer\" target=\"_blank\">The measure won 55% approval\u003c/a> in the region, though voters in two of the counties opposed it. In Contra Costa County, the vote was 55.5% “no.” In Solano, it was 70% against. (Although Regional Measure 3 passed, it’s been the subject of several court challenges. One, which argues the bridge toll increases are a tax requiring two-thirds voter approval, is headed to the state Supreme Court. In the meantime, the first round of higher tolls took effect last year and are being collected but not spent pending the outcome of the case). \u003c/p>\n\u003cp>You might ask who set up the rules for special district tax votes like the one involved in Caltrain’s Measure RR. The answer is, basically, we the voters.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=CONS&article=XIII%20C\" rel=\"noopener noreferrer\" target=\"_blank\">Article XIIIC\u003c/a> of the California Constitution, approved by voters in 1996 as Proposition 218, sets out the basic rules for special district taxing authority and requirements for voter approval.\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/11844943/measure-rr-caltrain-sales-tax-measure-results\" rel=\"noopener noreferrer\" target=\"_blank\">We told you last week\u003c/a> that Measure RR, the measure that would impose a one-eighth-cent sales tax to support Caltrain, looked like it was on its way to rather easily getting the two-thirds majority it needed from voters in Santa Clara, San Francisco and San Mateo counties. \u003c/p>\n\u003cp>That’s still true today, though there’s a little bit of a wrinkle in the results people have been asking us about. \u003c/p>\n\u003cp>As of Tuesday evening, with the most recent returns from all three counties, Measure RR was getting \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">a 69% “yes” vote\u003c/a>. That’s obviously well above the 66.66% threshold, and with a rapidly shrinking number of outstanding ballots to count, the tax is a done deal \u003c/p>\n\u003cp>But here’s the thing people are asking about: The vote in two of the three counties involved, San Francisco and San Mateo, is well above 70% “yes.” But the vote in the third county, Santa Clara, has actually dropped below the two-thirds threshold and now stands at 65.9%. \u003c/p>\n\u003cp>So, what gives? Does Measure RR go down to defeat if it fails to get a two-thirds vote in Santa Clara County?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>The answer: No.\u003c/strong> The measure’s success or failure depends on the collective vote total from all three counties, which are joined together in a special district called the Peninsula Corridor Joint Powers Authority. \u003c/p>\n\u003cp>In essence, when voters cast their “yes” or “no” ballots on Measure RR, they were doing so not as citizens of San Mateo, Santa Clara or San Francisco counties but as residents of that special district. It’s the same basic process as voting in a legislative district that spans several counties: What decides the race is the district total, not the totals in each county.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This isn’t the first time in recent Bay Area history that a multicounty tax measure has succeeded despite failing to get the needed vote in one or more of the counties involved. \u003c/p>\n\u003cp>For instance, BART’s $3.5 billion bond measure in 2016 (also called Measure RR) needed a two-thirds majority because it sought to impose parcel taxes in the three BART counties — Alameda, Contra Costa and San Francisco.\u003c/p>\n\u003cp>Voters in San Francisco and Alameda counties embraced the idea, giving it “yes” votes of 81.3% and 71.3% respectively. Contra Costa voters did not warm up to the idea quite so much, though 60.4% of them voted for it. The \u003ca href=\"https://www.kqed.org/news/11159698/bart-bond-measure-leads-in-early-vote-returns\" rel=\"noopener noreferrer\" target=\"_blank\">overall result\u003c/a> was a 70.5% bond approval in the three BART counties. \u003c/p>\n\u003cp>In 2018, Bay Area voters were asked to approve toll increases on the region’s state-owned bridges. The state law authorizing the measure, Regional Measure 3, effectively turned the nine Bay Area counties into a special district where a simple majority of all voters could approve the increases. \u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11674221/the-regional-measure-3-victory-by-the-numbers\" rel=\"noopener noreferrer\" target=\"_blank\">The measure won 55% approval\u003c/a> in the region, though voters in two of the counties opposed it. In Contra Costa County, the vote was 55.5% “no.” In Solano, it was 70% against. (Although Regional Measure 3 passed, it’s been the subject of several court challenges. One, which argues the bridge toll increases are a tax requiring two-thirds voter approval, is headed to the state Supreme Court. In the meantime, the first round of higher tolls took effect last year and are being collected but not spent pending the outcome of the case). \u003c/p>\n\u003cp>You might ask who set up the rules for special district tax votes like the one involved in Caltrain’s Measure RR. The answer is, basically, we the voters.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/codes_displayText.xhtml?lawCode=CONS&article=XIII%20C\" rel=\"noopener noreferrer\" target=\"_blank\">Article XIIIC\u003c/a> of the California Constitution, approved by voters in 1996 as Proposition 218, sets out the basic rules for special district taxing authority and requirements for voter approval.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>To keep you and your loved ones safe, this is shaping up to be the Thanksgiving to stay home, forgo travel and \u003ca href=\"https://bit.ly/fiorecovidthanksgiving\">skip those large family gatherings\u003c/a>.\u003c/p>\n\u003cp>I wanted to reimagine the classic Norman Rockwell \u003ca href=\"https://en.wikipedia.org/wiki/Freedom_from_Want\">painting of Thanksgiving dinner\u003c/a> because while some might rejoice that they don't have to go anywhere during what are usually the busiest travel days, many people haven't seen their extended family for many months because of the pandemic.\u003c/p>\n\u003cp>It's of course safest to lay low and celebrate from afar, but if you absolutely have to travel to see family, there are ways you can \u003ca href=\"https://www.kqed.org/science/1970886/visiting-family-over-the-holidays-heres-how-to-lower-your-risk-for-covid-19\">reduce the health risks\u003c/a> for you and your family.\u003c/p>\n\u003cp>In short, this sucks but stay safe and don't kill people.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>Four seats on the BART board of directors were on the ballot Tuesday, and incumbents appear to have prevailed in every race as of Wednesday afternoon. That includes Contra Costa County board member Debora Allen, who was actively opposed by six of her eight fellow directors.\u003c/p>\n\u003cp>Allen, a conservative Contra Costa County Republican on a largely progressive board, has insisted the agency needs tougher policing in response to rider concerns about crime, fare evasion and passengers experiencing homelessness or behavioral health problems on the system. She has been critical of efforts to refocus agency resources to have uniformed but unarmed staff deal with nonviolent issues.\u003c/p>\n\u003cp>Allen has also pressed the board and agency management to consider deep budget cuts, including layoffs, to survive the fiscal crisis brought on by the coronavirus pandemic. She calls the current crisis, in which BART has suffered a decline of more than 85% of weekday riders, an opportunity to “right-size” the agency. Agency managers, with board support, have instead shifted workers from operating to capital projects, instituted a hiring freeze and redirected some planned expenditures to try to avoid a large-scale dismissal of employees.\u003c/p>\n\u003cp>Allen’s differences with other board members led half a dozen of them to endorse Jamie Salcido, a member of the Walnut Creek transportation commission\u003cstrong>.\u003c/strong> The latest campaign finance reports show Salcido was able to out-raise Allen by about $93,000 to $65,000 — thanks in large part to a $20,000 contribution from San Francisco board member Bevan Dufty.\u003c/p>\n\u003cp>But with more than half the expected ballots counted, Allen racked up what appears to be an unbeatable lead — 64% to Salcido’s 26%.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dufty, whose district covers central and southern San Francisco, is leading in his race with 66.6% of the vote over David Wei Wen Young (18.5%), Michael Petrelis (9%) and Patrick Mortiere (5.9%).\u003c/p>\n\u003cp>Board President Lateefah Simon, representing a district that includes slices of western Contra Costa, northwestern Alameda and southeastern San Francisco, is leading with 69% support over Sharon Kidd’s 30%.\u003c/p>\n\u003cp>In his bid for a fourth term, Director John McPartland held a narrow lead in his Alameda County district, with 37.7% of the vote over rivals Steven Dunbar (33.7%) and Mike Wallace (28.4%). Wallace was endorsed by Debora Allen and state Sen. Steve Glazer, D-Orinda, a perennial BART critic.\u003c/p>\n\u003cp>Director Rebecca Saltzman was unopposed and returns to the board for a second term.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>— Dan Brekke (\u003ca href=\"https://twitter.com/danbrekke\" target=\"_blank\" rel=\"noopener noreferrer\">@danbrekke\u003c/a>)\u003c/em>\u003c/p>\n\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "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. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
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},
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},
"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/reveal300px.png",
"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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"link": "/radio/program/reveal",
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"rss": "http://feeds.revealradio.org/revealpodcast"
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
},
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},
"science-friday": {
"id": "science-friday",
"title": "Science Friday",
"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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