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"content": "\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "The Key to This BART Station's Pigeon Problem? A Hawk Named Pac-Man",
"title": "The Key to This BART Station's Pigeon Problem? A Hawk Named Pac-Man",
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"content": "\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated July 21, 2022 at 5:05 AM PT\u003c/strong>\u003c/div>\n\u003cdiv>\u003c/div>\n\u003cp>An El Cerrito BART station has turned to an unlikely hero to try to solve its pigeon problem: Pac-Man.\u003c/p>\n\u003cp>No, not the perpetually hungry video game character. This Pac-Man is a roughly 6-year-old, 1.5-pound, quail-loving Harris's hawk, a uniquely social bird of prey native to the American Southwest.\u003c/p>\n\u003cp>He and his handler work for a pest abatement company called Falcon Force, which BART hired in late May to help scatter pesky pigeons away from its El Cerrito del Norte station.\u003c/p>\n\u003cp>\"Pretty much wherever you could perch, there was a pigeon,\" falconer Ricky Ortiz says of the scene when the duo first got started.[pullquote size=\"medium\" align=\"right\" citation=\"Vahe Alaverdian, Falcon Force owner\"]'Because of their social nature, they are the perfect and most adaptable species to take on this kind of relationship that we have with these birds — in tight places, in public, with noises [and] trains coming and going and so on and so forth.’[/pullquote]\u003c/p>\n\u003cp>Like many other public transit hubs, the station's oasis of nesting ledges, signs, platforms and piping conduits makes it a perfect environment for pigeons to thrive, explains Falcon Force owner Vahe Alaverdian. And they can raise up to six clutches (with two babies each) per year, which adds up fast.\u003c/p>\n\u003cp>It's not just that the pigeons and their droppings are an eyesore — they're also health hazards, since they could be carrying bacteria or parasites.\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220630\">BART says\u003c/a> it has tried plenty of pigeon-removal tactics over the years, from installing bird-repellent spikes and netting to bringing in owl statues and experimenting with noise. BART spokesperson Chris Filippi explains that the station set out to explore yet another option in response to concerns raised by riders, many of whom were returning to trains for the first time since the pandemic.\u003c/p>\n\u003cp>And so far, Pac-Man appears to be acing the challenge with flying colors. The three eight-hour days that he and Ortiz spend at the largely open-air station each week have already made a noticeable difference.\u003c/p>\n\u003cp>Ortiz says after the first week or so he saw about half as many pigeons, and at this point, he and Pac-Man are mostly just making the rounds to deal with the few that still \"like to come in and out.\"\u003c/p>\n\u003cp>\"What we have here is a really new approach that's only been around for a couple of months now, and it's been highly effective,\" Filippi says. \"We're really impressed with the impact it's having.\"\u003c/p>\n\u003ch2>The name of the game is startling pigeons\u003c/h2>\n\u003cp>So what exactly is Pac-Man doing, if not gobbling up row after row of pigeons?\u003c/p>\n\u003cp>The raptor's job is to prevent pigeons from nesting in that particular area — and because of nature's predator-prey relationship, that doesn't take much work.\u003c/p>\n\u003cp>Ortiz explains that because pigeons are innately fearful when they sense predators nearby, Pac-Man's mere presence is enough to scare them away in most cases. But he does sometimes chase after them, in which case \"they learn really quick that it's not a safe place to hang out.\"\u003c/p>\n\u003cp>\"It just becomes a hostile environment for the pigeons to exist there, coexist there, with a native hawk,\" Alaverdian says. \"So they just basically go across the street into the other parking lot and find the docks and so on to continue life ... without getting harmed.\"\u003c/p>\n\u003cp>Alaverdian, a master falconer who's been in the business for years, explains that incidents do sometimes happen in this line of work. After all, a predator won't be motivated to chase a species if it knows it won't be able to eat its catch. But Falcon Force trains its birds to come back at the call of a whistle, in exchange for a tidbit of something like quail or rabbit.\u003c/p>\n\u003cp>This way, the falcons won't come into direct contact with potentially disease-borne pigeons, and the pests — who are considered an invasive species and not regulated — can live to see another day.\u003c/p>\n\u003ch2>Not all hawks are qualified for the job\u003c/h2>\n\u003cp>Pac-Man wears a GPS transmitter in case he wanders off, as required by state law, but Ortiz says he's never had to use it. That came as a bit of surprise, since he had expected Pac-Man might initially be a little thrown off by the sounds of trains coming and going.\u003c/p>\n\u003cp>Instead, Ortiz says, he was \"real steady right off the bat.\"\u003c/p>\n\u003cp>Both he and Alaverdian attribute that to the nature of his species. Harris's hawks are the only social species of raptor, hunting and feeding together akin to wolves. That makes them great birds for this type of task.\u003c/p>\n\u003cp>\"Because of their social nature, they are the perfect and most adaptable species to take on this kind of relationship that we have with these birds — in tight places, in public, with noises [and] trains coming and going and so on and so forth,\" Alaverdian adds.\u003c/p>\n\u003cp>And it's not just that they're not easily phased by their environment. Ortiz also believes that the species' social nature makes for better relationships with their handlers.\u003c/p>\n\u003cp>\"Some birds are kind of just aloof, but I haven't met a Harris's hawk yet that hasn't had some kind of bond with their falconer,\" he says.\u003c/p>\n\u003cp>Different species have different strengths, and Alaverdian says he acquires a lot of his birds secondhand as retired or dismissed falconry birds who didn't exactly suit their owners' needs. That was the case for Pac-Man, who was originally obtained by another falconer to hunt jackrabbits but wasn't equipped for the job because of his relatively small size.\u003c/p>\n\u003cp>So Pac-Man arrived at Falcon Force having been calmed down in captivity already, and designated a perfect bird to intimidate smaller avians. Alaverdian says that also means he's not interested in anything on the ground — so Chihuahua-toting BART riders don't need to worry (though owners, be warned: dogs freak Pac-Man out, so he might scream at them).\u003c/p>\n\u003ch2>Pac-Man is becoming a household name\u003c/h2>\n\u003cp>But commuters aren't exactly concerned about Pac-Man. In fact, as Ortiz puts it, he's become something of a local celebrity.\u003c/p>\n\u003cp>\"A lot of people are excited because they don't get to see a bird of prey up close,\" he says. \"They're usually pretty interested and have the usual questions.\"\u003c/p>\n\u003cp>Most people just want to get as close as they can and take a good look at the bird. But some fans are especially devoted.\u003c/p>\n\u003cp>Ortiz says he saw one person skip three consecutive trains in order to check Pac-Man out, and another made the trip all the way from the Monterrey area just to see him.\u003c/p>\n\u003cp>While Ortiz was chatting with NPR, a man came over to see whether the bird he had spotted on the platform was in fact a Harris's hawk. Tim Gibson explained that he loves birds and uses binoculars to study them in the wild.\u003c/p>\n\u003cp>\"Beautiful, beautiful bird,\" he said. \"I'm sorry to bother you guys, I just had to see him.\"\u003c/p>\n\u003cp>Gibson has noticed the area's pigeon problem, and thinks this is a promising solution. He adds: \"We just have to stay out of the way.\"\u003c/p>\n\u003cp>\u003cem>This audio for this story was produced by Ben Abrams and edited by Raquel Maria Dillon. \u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+key+to+this+California+train+station%27s+pigeon+problem%3F+A+hawk+named+Pac-Man&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The El Cerrito del Norte BART station had a nasty problem: pigeon poop. The solution: A trained hawk scares the pigeons away. Commuters now treat the hawk and his handler like celebrities.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cdiv class=\"storyMajorUpdateDate\">\u003cstrong>Updated July 21, 2022 at 5:05 AM PT\u003c/strong>\u003c/div>\n\u003cdiv>\u003c/div>\n\u003cp>An El Cerrito BART station has turned to an unlikely hero to try to solve its pigeon problem: Pac-Man.\u003c/p>\n\u003cp>No, not the perpetually hungry video game character. This Pac-Man is a roughly 6-year-old, 1.5-pound, quail-loving Harris's hawk, a uniquely social bird of prey native to the American Southwest.\u003c/p>\n\u003cp>He and his handler work for a pest abatement company called Falcon Force, which BART hired in late May to help scatter pesky pigeons away from its El Cerrito del Norte station.\u003c/p>\n\u003cp>\"Pretty much wherever you could perch, there was a pigeon,\" falconer Ricky Ortiz says of the scene when the duo first got started.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Like many other public transit hubs, the station's oasis of nesting ledges, signs, platforms and piping conduits makes it a perfect environment for pigeons to thrive, explains Falcon Force owner Vahe Alaverdian. And they can raise up to six clutches (with two babies each) per year, which adds up fast.\u003c/p>\n\u003cp>It's not just that the pigeons and their droppings are an eyesore — they're also health hazards, since they could be carrying bacteria or parasites.\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220630\">BART says\u003c/a> it has tried plenty of pigeon-removal tactics over the years, from installing bird-repellent spikes and netting to bringing in owl statues and experimenting with noise. BART spokesperson Chris Filippi explains that the station set out to explore yet another option in response to concerns raised by riders, many of whom were returning to trains for the first time since the pandemic.\u003c/p>\n\u003cp>And so far, Pac-Man appears to be acing the challenge with flying colors. The three eight-hour days that he and Ortiz spend at the largely open-air station each week have already made a noticeable difference.\u003c/p>\n\u003cp>Ortiz says after the first week or so he saw about half as many pigeons, and at this point, he and Pac-Man are mostly just making the rounds to deal with the few that still \"like to come in and out.\"\u003c/p>\n\u003cp>\"What we have here is a really new approach that's only been around for a couple of months now, and it's been highly effective,\" Filippi says. \"We're really impressed with the impact it's having.\"\u003c/p>\n\u003ch2>The name of the game is startling pigeons\u003c/h2>\n\u003cp>So what exactly is Pac-Man doing, if not gobbling up row after row of pigeons?\u003c/p>\n\u003cp>The raptor's job is to prevent pigeons from nesting in that particular area — and because of nature's predator-prey relationship, that doesn't take much work.\u003c/p>\n\u003cp>Ortiz explains that because pigeons are innately fearful when they sense predators nearby, Pac-Man's mere presence is enough to scare them away in most cases. But he does sometimes chase after them, in which case \"they learn really quick that it's not a safe place to hang out.\"\u003c/p>\n\u003cp>\"It just becomes a hostile environment for the pigeons to exist there, coexist there, with a native hawk,\" Alaverdian says. \"So they just basically go across the street into the other parking lot and find the docks and so on to continue life ... without getting harmed.\"\u003c/p>\n\u003cp>Alaverdian, a master falconer who's been in the business for years, explains that incidents do sometimes happen in this line of work. After all, a predator won't be motivated to chase a species if it knows it won't be able to eat its catch. But Falcon Force trains its birds to come back at the call of a whistle, in exchange for a tidbit of something like quail or rabbit.\u003c/p>\n\u003cp>This way, the falcons won't come into direct contact with potentially disease-borne pigeons, and the pests — who are considered an invasive species and not regulated — can live to see another day.\u003c/p>\n\u003ch2>Not all hawks are qualified for the job\u003c/h2>\n\u003cp>Pac-Man wears a GPS transmitter in case he wanders off, as required by state law, but Ortiz says he's never had to use it. That came as a bit of surprise, since he had expected Pac-Man might initially be a little thrown off by the sounds of trains coming and going.\u003c/p>\n\u003cp>Instead, Ortiz says, he was \"real steady right off the bat.\"\u003c/p>\n\u003cp>Both he and Alaverdian attribute that to the nature of his species. Harris's hawks are the only social species of raptor, hunting and feeding together akin to wolves. That makes them great birds for this type of task.\u003c/p>\n\u003cp>\"Because of their social nature, they are the perfect and most adaptable species to take on this kind of relationship that we have with these birds — in tight places, in public, with noises [and] trains coming and going and so on and so forth,\" Alaverdian adds.\u003c/p>\n\u003cp>And it's not just that they're not easily phased by their environment. Ortiz also believes that the species' social nature makes for better relationships with their handlers.\u003c/p>\n\u003cp>\"Some birds are kind of just aloof, but I haven't met a Harris's hawk yet that hasn't had some kind of bond with their falconer,\" he says.\u003c/p>\n\u003cp>Different species have different strengths, and Alaverdian says he acquires a lot of his birds secondhand as retired or dismissed falconry birds who didn't exactly suit their owners' needs. That was the case for Pac-Man, who was originally obtained by another falconer to hunt jackrabbits but wasn't equipped for the job because of his relatively small size.\u003c/p>\n\u003cp>So Pac-Man arrived at Falcon Force having been calmed down in captivity already, and designated a perfect bird to intimidate smaller avians. Alaverdian says that also means he's not interested in anything on the ground — so Chihuahua-toting BART riders don't need to worry (though owners, be warned: dogs freak Pac-Man out, so he might scream at them).\u003c/p>\n\u003ch2>Pac-Man is becoming a household name\u003c/h2>\n\u003cp>But commuters aren't exactly concerned about Pac-Man. In fact, as Ortiz puts it, he's become something of a local celebrity.\u003c/p>\n\u003cp>\"A lot of people are excited because they don't get to see a bird of prey up close,\" he says. \"They're usually pretty interested and have the usual questions.\"\u003c/p>\n\u003cp>Most people just want to get as close as they can and take a good look at the bird. But some fans are especially devoted.\u003c/p>\n\u003cp>Ortiz says he saw one person skip three consecutive trains in order to check Pac-Man out, and another made the trip all the way from the Monterrey area just to see him.\u003c/p>\n\u003cp>While Ortiz was chatting with NPR, a man came over to see whether the bird he had spotted on the platform was in fact a Harris's hawk. Tim Gibson explained that he loves birds and uses binoculars to study them in the wild.\u003c/p>\n\u003cp>\"Beautiful, beautiful bird,\" he said. \"I'm sorry to bother you guys, I just had to see him.\"\u003c/p>\n\u003cp>Gibson has noticed the area's pigeon problem, and thinks this is a promising solution. He adds: \"We just have to stay out of the way.\"\u003c/p>\n\u003cp>\u003cem>This audio for this story was produced by Ben Abrams and edited by Raquel Maria Dillon. \u003c/em>\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+key+to+this+California+train+station%27s+pigeon+problem%3F+A+hawk+named+Pac-Man&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "'My Roots Are at the Flea Market': As La Pulga Closure Looms Over Vendors, One San José Family Weighs the Future",
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"content": "\u003cp>Katrina Ramos White pulls open the gate of the stall that houses her family’s toy business.\u003c/p>\n\u003cp>It’s 8 a.m. on a Saturday at San José’s Berryessa Flea Market and dozens of other businesses are already up and running at this swap meet — one of the biggest in the country.\u003c/p>\n\u003cp>Ramos White and her husband, Russ White, quickly set up their stall: assembling several tables where they place rows of colorful toys of all sizes, plush figurines, board games and bright backpacks all over the stall and winding up mechanical toys so kids walking by can play with them.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC8709579774\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Ramos White’s parents, Kim and Tony Ramos, opened up the stand in 1984 and worked there on the weekends for extra income. Monday through Friday, they both worked at Texas Instruments.\u003c/p>\n\u003cp>Ramos White and her siblings grew up running around the dozens of aisles of La Pulga, as the 61-year-old market is also known, making friends with the kids of other vendors. Their stall, one of more than 700 that make up the market, is now run by Katrina and Russ, who operate it on the weekends and work full-time tech jobs during the week.\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2046px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-2.jpg\" alt=\"\" width=\"2046\" height=\"1363\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2.jpg 2046w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2046px) 100vw, 2046px\">\u003cfigcaption class=\"wp-caption-text\">Katrina Ramos White and her husband, Russ White, pose for a portrait outside their home in San José. The couple is part of a younger generation of San José residents who entered the tech industry to have financial stability — but still have to work several jobs to get close to achieving their dream of owning their own home.\u003c/figcaption>\u003c/figure>\n\u003cp>“The flea market is one of those places where you can still see the same vendors’ faces, you can get a bag of roasted peanuts,” Ramos White said. “It’s those little parts of what made up San José’s energy.”\u003c/p>\n\u003cp>But La Pulga is only a couple years away from closing down and restructuring itself within the new Berryessa BART Urban Village — construction of which is set to begin in the summer of 2024. San José officials and members of the Bumb family, which owns the 60 acres of land the flea market sits on, have repeatedly told vendors that \u003ca href=\"https://sanjosespotlight.com/san-jose-berryessa-flea-market-fees-frustrate-vendors/\">the market won’t close forever\u003c/a>, but instead will shrink to a space of just 5 acres. Office buildings, condominiums and new shops will be built on the remaining space.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Katrina Ramos White, flea market vendor\"]‘The flea market is one of those places where you can still see the same vendors’ faces … it’s those little parts of what made up San José’s energy.’[/pullquote]City officials \u003ca href=\"https://www.sanjoseca.gov/your-government/departments/planning-building-code-enforcement/planning-division/citywide-planning/urban-villages/urban-village-plans-under-development/berryessa-bart\">approved this plan last summer\u003c/a>, but since then, property developers have not provided much information on how hundreds of stalls — which provide an extensive range of goods including furniture, produce, crafts and clothing — will fit inside the much smaller space. This leaves many vendors feeling they have no other choice but to develop their own exit strategies if their business is not included in the transition.\u003c/p>\n\u003cp>Ramos White is part of a younger generation of San José residents who grew up at the market and are now employed in the tech industry — balancing two sides of San José. “It just feels like Big Tech is coming in and steamrolling all the little people out,” she said, “which is hard to say because I work in Big Tech. But my roots are at the flea market.”\u003c/p>\n\u003cfigure id=\"attachment_11916753\" class=\"wp-caption aligncenter\" style=\"max-width: 2047px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916753\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-12.jpg\" alt=\"Katrina Ramos White and Russell White stand inside their stall moving metal hangers around and hanging plush figurines. They are surrounded by toys of many shapes, sizes and colors.\" width=\"2047\" height=\"1364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12.jpg 2047w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2047px) 100vw, 2047px\">\u003cfigcaption class=\"wp-caption-text\">Ramos White and her siblings grew up running around the dozens of aisles of La Pulga, while their parents worked at the toy stall. Her parents, Kim and Tony Ramos, are now retired. They worked for decades at the flea market on the weekends at the same time they had full-time jobs during weekdays. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>A safety net\u003c/strong>\u003c/h2>\n\u003cp>When Kim and Tony Ramos retired at the start of 2020 from both their full-time jobs and the flea market, they gave their children the option of either continuing to run their stall until La Pulga eventually closes, or close it before then, and sell off the inventory. Ramos White wasn’t ready to say goodbye to the stall, so she and her husband have kept the family business open — at least, for now.\u003c/p>\n\u003cp>“This is something that we could do for the next few years, especially with the end kind of nearing,” Ramos White said.\u003c/p>\n\u003cp>[aside postID=\"arts_13905374\" hero=\"https://ww2.kqed.org/app/uploads/sites/2/2021/10/006_SanJose_BerryessaFleaMarket_10222021-1920x1280.jpg\"]Ramos White is a community product manager at MyHealthTeam, a social networking app for people who have similar chronic illnesses to cultivate communities. White works in marketing for Dripto, a new cryptocurrency company. Both are in their late 20s, and they want to start a family in a home of their own.\u003c/p>\n\u003cp>The couple currently lives at home with Ramos White’s parents, just a few miles away from the flea market. By working at both their full-time jobs and at La Pulga on the weekends, they are saving as much as they can to afford buying a house of their own someday — but when they drive around San José today, a future there feels unattainable.\u003c/p>\n\u003cfigure id=\"attachment_11916754\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916754\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-3.jpg\" alt=\"\" width=\"2048\" height=\"1366\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">Kim and Tony Ramos (front) have seen many of their children leave the Bay Area due to the high cost of living. ‘I don’t have any little grandkids around me anymore, like I used to,’ Kim Ramos said. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Right down the street from where I grew up, these luxury condos and townhouses are popping up,” Ramos White said. “My husband and I, who make a decent amount, still wouldn’t be able to afford a one-bedroom apartment. I always dreamed about living in the same neighborhood, sending my kids to the same schools I went to. That’s not a reality unless we want to just live with my parents.”\u003c/p>\n\u003cp>In 2021, only 32% of potential first-time home buyers could afford a median-priced home in Santa Clara County, \u003ca href=\"https://jointventure.org/download-the-2022-index#:~:text=Download%20the%202022%20Silicon%20Valley%20Index&text=Updated%20annually%2C%20it%20is%20a,for%20leadership%20and%20decision%20making\">according to an annual report from Joint Venture Silicon Valley\u003c/a>, a think tank organization based in the South Bay. Over the past few years, Ramos White’s older siblings have moved out of California to find cheaper real estate. Now the family gets together a few times a year, as opposed to every night when everyone was living in the Bay Area. It’s been hard for her mom, Kim, to adjust to.\u003c/p>\n\u003cp>“I don’t have any little grandkids around me anymore, like I used to,” Kim Ramos said. “I used to look forward to getting out of work and going to pick up the two little ones and bring them home.”\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Katrina Ramos White, flea market vendor\"]‘I always dreamed about living in the same neighborhood, sending my kids to the same schools I went to. That’s not a reality unless we want to just live with my parents.’[/pullquote]It would have been impossible for Kim and Tony Ramos to buy their own home and raise their kids without the income from their toy stall, said Tony. The stall served as a sort of safety net that helped smooth over rough patches when their weekday jobs cut back on hours or expenses went up.\u003c/p>\n\u003cp>“I went to San José State. My older brother and older sister went to San José State, and the flea market paid for all of that,” Ramos White said. “Especially during the recession in 2008. My mom always says that the flea market really kept our family afloat.”\u003c/p>\n\u003cp>Kim and Tony are now enjoying retirement after decades of working every weekend at the toy stall. They are happy that Ramos White and her siblings went to college and have stable jobs, but realize their family’s relationship with the flea market is different from that of other families who solely rely on the flea market to pay the bills.\u003c/p>\n\u003cp>“We see people who are totally dependent on the flea market and it’s a different kind of scenario [for them],” said Tony. “There is no way out. They are hurting, but for us, we’re maintaining it [for] those times that Silicon Valley is up and down.”\u003c/p>\n\u003cfigure id=\"attachment_11916758\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916758\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-21.jpg\" alt=\"\" width=\"2048\" height=\"1366\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">When the end of the day draws near, Katrina and Russ begin to pack up their stall, including hundreds of toys. Russ worries that a lot of the original essence of La Pulga will be lost if it becomes a digital marketplace. ‘How many vendors at the flea market are going to be selling their fruits online?’ he asks. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>An online flea market? It’s just not the same\u003c/strong>\u003c/h2>\n\u003cp>The Bumb family and the city of San José have been negotiating about how to downsize the flea market since 2007. That’s when the city voted to rezone the land as a “mixed-use transit village,” surrounding the new BART station, which opened last year.\u003c/p>\n\u003cp>At the start of 2020, a group of vendors formed the \u003ca href=\"https://www.facebook.com/berryessafleamarketvendorsassociation\">Berryessa Flea Market Vendor Association\u003c/a>, a nonprofit that has \u003ca href=\"https://www.kqed.org/news/11878548/san-jose-flea-market-leaders-end-hunger-strike-but-future-of-la-pulga-still-hangs-in-the-balance\">organized extensively to ensure that no vendors are displaced\u003c/a> as the Berryessa BART Urban Village is developed. City officials have been trying to work with vendors to potentially move their small businesses to an online marketplace, in case they do not have a spot in the reimagined indoor marketplace within the Urban Village.\u003c/p>\n\u003cp>[aside postID=\"news_11879717\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/06/RS49568_014_SanJose_FleaMarket_05262021-qut-1-1020x680.jpg\"]While a few vendors are embracing the shift to a digital marketplace, many lament what will be lost when the sights, sounds, smells and conversations that can be enjoyed in a huge, bustling flea market give way to something much smaller, much more sedate, sandwiched inside a mixed-use development.\u003c/p>\n\u003cp>“How many vendors at the flea market are going to be selling their fruits online?” asked White. “People will literally drive two hours from home to go to the San José flea market. [Closing it] will forever change things.”\u003c/p>\n\u003cp>Unlike his wife, White didn’t grow up going to the flea market each weekend; he started working at the toy stall as an adult. In his time working at the stall, he’s learned how other vendors and customers barter and haggle, skills that he believes give swap meets their character and energy — and that can’t be easily substituted online.\u003c/p>\n\u003cp>La Pulga is a place where so many immigrant families and their children come together to make their dreams of financial stability a reality, Ramos White said. Waking up at dawn, knowing how to pull in customers, haggling to never lose a sale and staying past sunset to clean up — that’s the hustle culture that she says defines the energy of both the market and the families that have made it into a San José landmark.\u003c/p>\n\u003cp>[aside label='More Stories from the South Bay' tag='san-jose']“Being children of immigrants, we know that they came to this country to give us a better life and everything that we do was built on their backs,” she said. “If you need to make money, you need to make money.”\u003c/p>\n\u003cp>She’s inherited this mentality from her parents, but has also incorporated what she’s learned from her own experiences at La Pulga. As she and Russ prepare for potentially letting go of their stall in a couple years, they’re not letting go of their dream of buying a home.\u003c/p>\n\u003cp>She says that the hundreds of families who work at the flea market are going to keep hustling to survive in the Bay Area, with or without La Pulga. “People’s backs are going to be up against the wall and they are going to make it happen because that’s all we know how to do,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Katrina Ramos White pulls open the gate of the stall that houses her family’s toy business.\u003c/p>\n\u003cp>It’s 8 a.m. on a Saturday at San José’s Berryessa Flea Market and dozens of other businesses are already up and running at this swap meet — one of the biggest in the country.\u003c/p>\n\u003cp>Ramos White and her husband, Russ White, quickly set up their stall: assembling several tables where they place rows of colorful toys of all sizes, plush figurines, board games and bright backpacks all over the stall and winding up mechanical toys so kids walking by can play with them.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC8709579774\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Ramos White’s parents, Kim and Tony Ramos, opened up the stand in 1984 and worked there on the weekends for extra income. Monday through Friday, they both worked at Texas Instruments.\u003c/p>\n\u003cp>Ramos White and her siblings grew up running around the dozens of aisles of La Pulga, as the 61-year-old market is also known, making friends with the kids of other vendors. Their stall, one of more than 700 that make up the market, is now run by Katrina and Russ, who operate it on the weekends and work full-time tech jobs during the week.\u003c/p>\n\u003cfigure class=\"wp-caption alignnone\" style=\"max-width: 2046px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916752\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-2.jpg\" alt=\"\" width=\"2046\" height=\"1363\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2.jpg 2046w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-2-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2046px) 100vw, 2046px\">\u003cfigcaption class=\"wp-caption-text\">Katrina Ramos White and her husband, Russ White, pose for a portrait outside their home in San José. The couple is part of a younger generation of San José residents who entered the tech industry to have financial stability — but still have to work several jobs to get close to achieving their dream of owning their own home.\u003c/figcaption>\u003c/figure>\n\u003cp>“The flea market is one of those places where you can still see the same vendors’ faces, you can get a bag of roasted peanuts,” Ramos White said. “It’s those little parts of what made up San José’s energy.”\u003c/p>\n\u003cp>But La Pulga is only a couple years away from closing down and restructuring itself within the new Berryessa BART Urban Village — construction of which is set to begin in the summer of 2024. San José officials and members of the Bumb family, which owns the 60 acres of land the flea market sits on, have repeatedly told vendors that \u003ca href=\"https://sanjosespotlight.com/san-jose-berryessa-flea-market-fees-frustrate-vendors/\">the market won’t close forever\u003c/a>, but instead will shrink to a space of just 5 acres. Office buildings, condominiums and new shops will be built on the remaining space.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>City officials \u003ca href=\"https://www.sanjoseca.gov/your-government/departments/planning-building-code-enforcement/planning-division/citywide-planning/urban-villages/urban-village-plans-under-development/berryessa-bart\">approved this plan last summer\u003c/a>, but since then, property developers have not provided much information on how hundreds of stalls — which provide an extensive range of goods including furniture, produce, crafts and clothing — will fit inside the much smaller space. This leaves many vendors feeling they have no other choice but to develop their own exit strategies if their business is not included in the transition.\u003c/p>\n\u003cp>Ramos White is part of a younger generation of San José residents who grew up at the market and are now employed in the tech industry — balancing two sides of San José. “It just feels like Big Tech is coming in and steamrolling all the little people out,” she said, “which is hard to say because I work in Big Tech. But my roots are at the flea market.”\u003c/p>\n\u003cfigure id=\"attachment_11916753\" class=\"wp-caption aligncenter\" style=\"max-width: 2047px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916753\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-12.jpg\" alt=\"Katrina Ramos White and Russell White stand inside their stall moving metal hangers around and hanging plush figurines. They are surrounded by toys of many shapes, sizes and colors.\" width=\"2047\" height=\"1364\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12.jpg 2047w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-12-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2047px) 100vw, 2047px\">\u003cfigcaption class=\"wp-caption-text\">Ramos White and her siblings grew up running around the dozens of aisles of La Pulga, while their parents worked at the toy stall. Her parents, Kim and Tony Ramos, are now retired. They worked for decades at the flea market on the weekends at the same time they had full-time jobs during weekdays. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>A safety net\u003c/strong>\u003c/h2>\n\u003cp>When Kim and Tony Ramos retired at the start of 2020 from both their full-time jobs and the flea market, they gave their children the option of either continuing to run their stall until La Pulga eventually closes, or close it before then, and sell off the inventory. Ramos White wasn’t ready to say goodbye to the stall, so she and her husband have kept the family business open — at least, for now.\u003c/p>\n\u003cp>“This is something that we could do for the next few years, especially with the end kind of nearing,” Ramos White said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ramos White is a community product manager at MyHealthTeam, a social networking app for people who have similar chronic illnesses to cultivate communities. White works in marketing for Dripto, a new cryptocurrency company. Both are in their late 20s, and they want to start a family in a home of their own.\u003c/p>\n\u003cp>The couple currently lives at home with Ramos White’s parents, just a few miles away from the flea market. By working at both their full-time jobs and at La Pulga on the weekends, they are saving as much as they can to afford buying a house of their own someday — but when they drive around San José today, a future there feels unattainable.\u003c/p>\n\u003cfigure id=\"attachment_11916754\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916754\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-3.jpg\" alt=\"\" width=\"2048\" height=\"1366\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-3-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">Kim and Tony Ramos (front) have seen many of their children leave the Bay Area due to the high cost of living. ‘I don’t have any little grandkids around me anymore, like I used to,’ Kim Ramos said. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Right down the street from where I grew up, these luxury condos and townhouses are popping up,” Ramos White said. “My husband and I, who make a decent amount, still wouldn’t be able to afford a one-bedroom apartment. I always dreamed about living in the same neighborhood, sending my kids to the same schools I went to. That’s not a reality unless we want to just live with my parents.”\u003c/p>\n\u003cp>In 2021, only 32% of potential first-time home buyers could afford a median-priced home in Santa Clara County, \u003ca href=\"https://jointventure.org/download-the-2022-index#:~:text=Download%20the%202022%20Silicon%20Valley%20Index&text=Updated%20annually%2C%20it%20is%20a,for%20leadership%20and%20decision%20making\">according to an annual report from Joint Venture Silicon Valley\u003c/a>, a think tank organization based in the South Bay. Over the past few years, Ramos White’s older siblings have moved out of California to find cheaper real estate. Now the family gets together a few times a year, as opposed to every night when everyone was living in the Bay Area. It’s been hard for her mom, Kim, to adjust to.\u003c/p>\n\u003cp>“I don’t have any little grandkids around me anymore, like I used to,” Kim Ramos said. “I used to look forward to getting out of work and going to pick up the two little ones and bring them home.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It would have been impossible for Kim and Tony Ramos to buy their own home and raise their kids without the income from their toy stall, said Tony. The stall served as a sort of safety net that helped smooth over rough patches when their weekday jobs cut back on hours or expenses went up.\u003c/p>\n\u003cp>“I went to San José State. My older brother and older sister went to San José State, and the flea market paid for all of that,” Ramos White said. “Especially during the recession in 2008. My mom always says that the flea market really kept our family afloat.”\u003c/p>\n\u003cp>Kim and Tony are now enjoying retirement after decades of working every weekend at the toy stall. They are happy that Ramos White and her siblings went to college and have stable jobs, but realize their family’s relationship with the flea market is different from that of other families who solely rely on the flea market to pay the bills.\u003c/p>\n\u003cp>“We see people who are totally dependent on the flea market and it’s a different kind of scenario [for them],” said Tony. “There is no way out. They are hurting, but for us, we’re maintaining it [for] those times that Silicon Valley is up and down.”\u003c/p>\n\u003cfigure id=\"attachment_11916758\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11916758\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/06/Image-from-iOS-21.jpg\" alt=\"\" width=\"2048\" height=\"1366\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/06/Image-from-iOS-21-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">When the end of the day draws near, Katrina and Russ begin to pack up their stall, including hundreds of toys. Russ worries that a lot of the original essence of La Pulga will be lost if it becomes a digital marketplace. ‘How many vendors at the flea market are going to be selling their fruits online?’ he asks. \u003ccite>(Amaya Edwards/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>An online flea market? It’s just not the same\u003c/strong>\u003c/h2>\n\u003cp>The Bumb family and the city of San José have been negotiating about how to downsize the flea market since 2007. That’s when the city voted to rezone the land as a “mixed-use transit village,” surrounding the new BART station, which opened last year.\u003c/p>\n\u003cp>At the start of 2020, a group of vendors formed the \u003ca href=\"https://www.facebook.com/berryessafleamarketvendorsassociation\">Berryessa Flea Market Vendor Association\u003c/a>, a nonprofit that has \u003ca href=\"https://www.kqed.org/news/11878548/san-jose-flea-market-leaders-end-hunger-strike-but-future-of-la-pulga-still-hangs-in-the-balance\">organized extensively to ensure that no vendors are displaced\u003c/a> as the Berryessa BART Urban Village is developed. City officials have been trying to work with vendors to potentially move their small businesses to an online marketplace, in case they do not have a spot in the reimagined indoor marketplace within the Urban Village.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>While a few vendors are embracing the shift to a digital marketplace, many lament what will be lost when the sights, sounds, smells and conversations that can be enjoyed in a huge, bustling flea market give way to something much smaller, much more sedate, sandwiched inside a mixed-use development.\u003c/p>\n\u003cp>“How many vendors at the flea market are going to be selling their fruits online?” asked White. “People will literally drive two hours from home to go to the San José flea market. [Closing it] will forever change things.”\u003c/p>\n\u003cp>Unlike his wife, White didn’t grow up going to the flea market each weekend; he started working at the toy stall as an adult. In his time working at the stall, he’s learned how other vendors and customers barter and haggle, skills that he believes give swap meets their character and energy — and that can’t be easily substituted online.\u003c/p>\n\u003cp>La Pulga is a place where so many immigrant families and their children come together to make their dreams of financial stability a reality, Ramos White said. Waking up at dawn, knowing how to pull in customers, haggling to never lose a sale and staying past sunset to clean up — that’s the hustle culture that she says defines the energy of both the market and the families that have made it into a San José landmark.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Being children of immigrants, we know that they came to this country to give us a better life and everything that we do was built on their backs,” she said. “If you need to make money, you need to make money.”\u003c/p>\n\u003cp>She’s inherited this mentality from her parents, but has also incorporated what she’s learned from her own experiences at La Pulga. As she and Russ prepare for potentially letting go of their stall in a couple years, they’re not letting go of their dream of buying a home.\u003c/p>\n\u003cp>She says that the hundreds of families who work at the flea market are going to keep hustling to survive in the Bay Area, with or without La Pulga. “People’s backs are going to be up against the wall and they are going to make it happen because that’s all we know how to do,” she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/routemap_050222_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11912926\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/routemap_050222_final.png\" alt='Cartoon: a BART system route map with colorful, tangled lines is titled, \"route map for face masking.\" The lines are labeled, \"BART, CA Dept. of Public Health, CDC, judicial system and right-wing activists.\"' width=\"1920\" height=\"1362\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-800x568.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-1020x724.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-160x114.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-1536x1090.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>BART reinstated a face mask mandate last week, making it \u003ca href=\"https://bit.ly/fioremaskslifted\">the only transit agency in the Bay Area to require masking\u003c/a>.\u003c/p>\n\u003cp>This is just the latest example of \u003ca href=\"https://www.kqed.org/news/11817126/yes-its-confusing\">our nation’s patchwork approach\u003c/a> to handling a public health crisis that has killed nearly a million people.\u003c/p>\n\u003cp>It appears that pandemic response in the United States has been handed over to \u003ca href=\"https://www.kqed.org/news/11911566/politicizing-public-health-decisions-again\">a right-wing advocacy group and an inexperienced Trump-appointed federal judge\u003c/a>.\u003c/p>\n\u003cp>Beyond the fare gates in the BART system, however, face masks are still required … for now.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/routemap_050222_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11912926\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/05/routemap_050222_final.png\" alt='Cartoon: a BART system route map with colorful, tangled lines is titled, \"route map for face masking.\" The lines are labeled, \"BART, CA Dept. of Public Health, CDC, judicial system and right-wing activists.\"' width=\"1920\" height=\"1362\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-800x568.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-1020x724.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-160x114.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/05/routemap_050222_final-1536x1090.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>BART reinstated a face mask mandate last week, making it \u003ca href=\"https://bit.ly/fioremaskslifted\">the only transit agency in the Bay Area to require masking\u003c/a>.\u003c/p>\n\u003cp>This is just the latest example of \u003ca href=\"https://www.kqed.org/news/11817126/yes-its-confusing\">our nation’s patchwork approach\u003c/a> to handling a public health crisis that has killed nearly a million people.\u003c/p>\n\u003cp>It appears that pandemic response in the United States has been handed over to \u003ca href=\"https://www.kqed.org/news/11911566/politicizing-public-health-decisions-again\">a right-wing advocacy group and an inexperienced Trump-appointed federal judge\u003c/a>.\u003c/p>\n\u003cp>Beyond the fare gates in the BART system, however, face masks are still required … for now.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Just how likely are you to pick up a case of COVID-19 on that upcoming flight, bus commute or train ride?\u003c/p>\n\u003cp>This is what many Americans are trying to gauge after a Florida judge’s ruling halted the federal requirement to wear a mask on most forms of public transit.\u003c/p>\n\u003cp>The Biden administration is appealing the court’s decision, but for now masking has become entirely optional for U.S. travelers – leaving them to decide how risky travel is for themselves.\u003c/p>\n\u003cp>“This was a legal decision — not a scientific decision,” says \u003ca href=\"https://www.unmc.edu/pathology/faculty/bios/santarpia.html\">Joshua Santarpia\u003c/a>, a microbiologist at the University of Nebraska Medical Center who studies aerosol transmission of disease. “People should not take this as a sign that something has magically changed overnight.”\u003c/p>\n\u003cp>Infectious disease experts tell NPR they generally plan to keep covering their faces regardless of what the rules are. It’s not as though all public transit poses the \u003cem>same \u003c/em>risk, though. Scientists say certain forms of transportation are more worrisome than others, and different legs of a journey can also present different risks.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[aside postID='news_11909026' label='Finding a Free COVID Test Without Insurance Just Got Harder. Here's How to Get One']\u003c/p>\n\u003cp>“It’s very important to distinguish travel as a continuum,” says \u003ca href=\"https://www.astmh.org/blog/november-2021/2021-elected-officers\">Dr. David Freedman\u003c/a>, president-elect of the American Society of Tropical Medicine and Hygiene.\u003c/p>\n\u003cp>Wherever you go, pay attention to how many passengers there are, how close together they are, and how well the air is moving through the space. Understanding these differences can guide your own personal decisions about what risks you can and cannot afford to take.\u003c/p>\n\u003ch3>Airplanes can be safe spaces, but there’s a catch\u003c/h3>\n\u003cp>It may seem counterintuitive, but flying in a small, enclosed metal tube can actually be safer from a COVID standpoint than many other indoor activities like eating in restaurants, or going to stores.\u003c/p>\n\u003cp>“It’s considerably better than those spaces,” says Santarpia. In fact, the air gets exchanged every few minutes in airplane cabins like those of the Boeing 767s and 777s — even putting them ahead of the standards for operating rooms.\u003c/p>\n\u003cp>This means that tiny respiratory particles, or aerosols, that can carry the virus get sucked away quite quickly. Santarpia has \u003ca href=\"https://journals.plos.org/plosone/article?id=10.1371/journal.pone.0246916\">actually studied\u003c/a> this by sampling air while a plane is in flight.\u003c/p>\n\u003cp>“The particles are not dispersed widely in the cabin, so your exposure level to people, even in your immediate area by aerosols alone, is not particularly high,” he says.\u003c/p>\n\u003cp>This finding is supported by \u003ca href=\"https://www.ustranscom.mil/cmd/docs/TRANSCOM%20Report%20Final.pdf\">other\u003c/a> research, including a \u003ca href=\"https://www.canada.ca/en/public-health/services/diseases/2019-novel-coronavirus-infection/canadas-reponse/summaries-recent-evidence/evidence-risk-covid-19-transmission-flight-update-3.html\">review of the evidence\u003c/a> undertaken by Canada’s health agency and updated in November 2021, which concluded that “the risk of infection during a flight is low.”\u003c/p>\n\u003cp>Freedman, who also reviewed \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7543400/\">the evidence\u003c/a> of in-flight transmission in late 2020, says major outbreaks are “relatively uncommon” and that they tended to happen on the flights without masking requirements.\u003c/p>\n\u003cp>“The number of flights with larger outbreaks did seem to go down once there was universal masking,” says Freedman; however, he notes it’s hard to truly quantify the risk because these studies are challenging to do.\u003c/p>\n\u003cp>Still, this lines up with an \u003ca href=\"https://cdn1.sph.harvard.edu/wp-content/uploads/sites/2443/2020/10/Phase-I-Report-Highlights.pdf\">assessment \u003c/a>by Harvard researchers that also found, when people wear masks, flying can be safer than going to the grocery store.\u003c/p>\n\u003ch3>Danger areas when flying\u003c/h3>\n\u003cp>Air travel would be fairly safe if passengers were magically transported into their seats mid-flight, wore a well-fitted mask and stayed put during the entire flight.\u003c/p>\n\u003cp>Of course, we all know this is a fantasy.\u003c/p>\n\u003cp>“It’s not just the airplane — airports are a nightmare,” says Freedman. “Airports have done very little to change any of their procedures at all.”\u003c/p>\n\u003cp>There are innumerable opportunities to catch the virus while hauling your luggage from the curb through security and onto the plane, among a crowd of other travelers.\u003c/p>\n\u003cp>And even once you’re onboard, the risk can be higher while the plane is taxiing or sitting on the runway, because the ventilation systems may not be fully running, says Freedman.\u003c/p>\n\u003cp>Boeing says its guidance to airlines is to keep the air flow system turned on with HEPA filters and air circulating at all times while passengers are on board, but several experts \u003ca href=\"https://twitter.com/j_g_allen/status/1517086886963167232?ref_src=twsrc%5Etfw\">have pointed out\u003c/a> this \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC8932639/\">doesn’t\u003c/a> always happen.\u003c/p>\n\u003cp>Even on the flight, you can still be at risk if you’re seated close to someone who’s infected and unmasked. Research generally \u003ca href=\"https://pubmed.ncbi.nlm.nih.gov/35331931/\">shows\u003c/a> that people seated within two to three rows from an infected person are at the highest risk of catching the virus, says Freedman. But even people seated farther away can \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7706937/\">be infected\u003c/a> according to some studies.\u003c/p>\n\u003cp>Given all of this, Santarpia recommends continuing to wear a high-quality respirator, like an N95 or K95, when flying and while in the airport.\u003c/p>\n\u003cp>Even if cases are generally low where you live, air travel could expose you to people from other regions where more virus might be circulating. And remember: the longer the flight, the greater the risk.\u003c/p>\n\u003ch3>Buses and subways: Risk for you and those around you\u003c/h3>\n\u003cp>Data from the subway systems in New York City and San Francisco show they have good ventilation, says Linsey Marr, an airborne disease transmission researcher at Virginia Tech.\u003c/p>\n\u003cp>But even that isn’t enough to prevent transmission in a situation where riders are packed tightly together in each other’s faces.\u003c/p>\n\u003cp>Marr says if a subway car is crowded, she’s keeping her mask on. But if there’s “fewer than 10 people on a train, I probably wouldn’t.”\u003c/p>\n\u003cp>Several experts said ventilation is more of a concern on city buses, where “you’re really breathing in what almost everyone else is breathing out,” says \u003ca href=\"https://me.engin.umich.edu/people/faculty/jesse-capecelatro/\">Jesse Capecelatro\u003c/a>, an assistant professor of mechanical and aerospace engineering at the University of Michigan who studies the flow physics of particles and droplets.\u003c/p>\n\u003cp>Capecelatro has researched how \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7976046/\">air flow affects disease transmission on urban buses\u003c/a>. “What we found was if the windows are closed, due to the recirculation of the air in the bus, whatever someone breathes out, in about 45 seconds, everyone in the bus is breathing in a portion of that,” he says.\u003c/p>\n\u003cp>He and his colleagues published models, using data from earlier in the pandemic, that showed when everyone on a bus is wearing a high-quality mask – assuming they’re wearing it without big gaps around the nose and mouth – that dramatically reduces transmission risks. If no one was wearing a mask, and there was a highly contagious person on board, the modelling found that under certain conditions, about half the passengers on the bus could potentially get infected within 15 minutes.\u003c/p>\n\u003cp>He says opening windows on a bus can make a big difference, but that’s not always possible.\u003c/p>\n\u003cp>The fact that buses tend to have less ventilation than other means of public transportation raises real equity concerns, says \u003ca href=\"https://sph.umd.edu/people/neil-j-sehgal\">Neil Sehgal\u003c/a>, an assistant professor of health policy at the University of Maryland School of Public Health.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Hispanic and Black people are more than twice as likely to take public transit than white people, and people with lower incomes are also disproportionately more likely to take public transit than people with higher incomes,” he says.\u003c/p>\n\u003cp>Seghal says the end of mask mandates on buses means that people with fewer options for safer travel are now facing increased risk – including people who are medically vulnerable. For instance, people with cancer might need to ride a bus to their chemotherapy or oncology appointments.\u003c/p>\n\u003cp>“We’ve increased the level of risk for these people without consideration that their risk tolerance may not be the same as ours,” he says.\u003c/p>\n\u003ch3>Cabs and ride-sharing: Get some air in there\u003c/h3>\n\u003cp>If you’ve ever been in a passenger car with a smoker, you know that the cabin will quickly fill up with smoke when the windows are up. (Some people call this hotboxing, with cigarettes and ahem, other substances.) Infectious aerosols behave like smoke, so in an enclosed car, they’re also going to build up quickly.\u003c/p>\n\u003cp>When you consider the fact that ride-share drivers are picking up different passengers all day long, it’s hard to predict what kinds of viral particles you might be breathing.\u003c/p>\n\u003cp>So if you’re in a cab or ride-sharing vehicle, \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.abe0166\">research has found\u003c/a> that your best bet to is to open the windows all the way to clear the air and lower your risk of transmission. If you’re cruising along at a good clip, “partially open windows also do a lot more than you might think,” says \u003ca href=\"https://www.physics.umass.edu/people/varghese-mathai\">Varghese Mathai\u003c/a>, an assistant professor of physics at the University of Massachusetts, Amherst, who has studied aerosol transmission in passenger car cabins.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC8939464/\">His research has found that when you’re stuck in traffic\u003c/a>, in addition to opening windows, turning the AC on at full blast will allow for more air circulation.\u003c/p>\n\u003cp>And remember, shorter rides are better. “The longer the time you spend [in the car], the more aerosols you risk inhaling,” Mathai notes.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Mathai says his research was inspired in part by his own use of ride-sharing services, and he plans to keep on masking.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Here%27s+why+you+might+still+want+to+wear+masks+on+public+transport&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Just how likely are you to pick up a case of COVID-19 on that upcoming flight, bus commute or train ride?\u003c/p>\n\u003cp>This is what many Americans are trying to gauge after a Florida judge’s ruling halted the federal requirement to wear a mask on most forms of public transit.\u003c/p>\n\u003cp>The Biden administration is appealing the court’s decision, but for now masking has become entirely optional for U.S. travelers – leaving them to decide how risky travel is for themselves.\u003c/p>\n\u003cp>“This was a legal decision — not a scientific decision,” says \u003ca href=\"https://www.unmc.edu/pathology/faculty/bios/santarpia.html\">Joshua Santarpia\u003c/a>, a microbiologist at the University of Nebraska Medical Center who studies aerosol transmission of disease. “People should not take this as a sign that something has magically changed overnight.”\u003c/p>\n\u003cp>Infectious disease experts tell NPR they generally plan to keep covering their faces regardless of what the rules are. It’s not as though all public transit poses the \u003cem>same \u003c/em>risk, though. Scientists say certain forms of transportation are more worrisome than others, and different legs of a journey can also present different risks.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s very important to distinguish travel as a continuum,” says \u003ca href=\"https://www.astmh.org/blog/november-2021/2021-elected-officers\">Dr. David Freedman\u003c/a>, president-elect of the American Society of Tropical Medicine and Hygiene.\u003c/p>\n\u003cp>Wherever you go, pay attention to how many passengers there are, how close together they are, and how well the air is moving through the space. Understanding these differences can guide your own personal decisions about what risks you can and cannot afford to take.\u003c/p>\n\u003ch3>Airplanes can be safe spaces, but there’s a catch\u003c/h3>\n\u003cp>It may seem counterintuitive, but flying in a small, enclosed metal tube can actually be safer from a COVID standpoint than many other indoor activities like eating in restaurants, or going to stores.\u003c/p>\n\u003cp>“It’s considerably better than those spaces,” says Santarpia. In fact, the air gets exchanged every few minutes in airplane cabins like those of the Boeing 767s and 777s — even putting them ahead of the standards for operating rooms.\u003c/p>\n\u003cp>This means that tiny respiratory particles, or aerosols, that can carry the virus get sucked away quite quickly. Santarpia has \u003ca href=\"https://journals.plos.org/plosone/article?id=10.1371/journal.pone.0246916\">actually studied\u003c/a> this by sampling air while a plane is in flight.\u003c/p>\n\u003cp>“The particles are not dispersed widely in the cabin, so your exposure level to people, even in your immediate area by aerosols alone, is not particularly high,” he says.\u003c/p>\n\u003cp>This finding is supported by \u003ca href=\"https://www.ustranscom.mil/cmd/docs/TRANSCOM%20Report%20Final.pdf\">other\u003c/a> research, including a \u003ca href=\"https://www.canada.ca/en/public-health/services/diseases/2019-novel-coronavirus-infection/canadas-reponse/summaries-recent-evidence/evidence-risk-covid-19-transmission-flight-update-3.html\">review of the evidence\u003c/a> undertaken by Canada’s health agency and updated in November 2021, which concluded that “the risk of infection during a flight is low.”\u003c/p>\n\u003cp>Freedman, who also reviewed \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7543400/\">the evidence\u003c/a> of in-flight transmission in late 2020, says major outbreaks are “relatively uncommon” and that they tended to happen on the flights without masking requirements.\u003c/p>\n\u003cp>“The number of flights with larger outbreaks did seem to go down once there was universal masking,” says Freedman; however, he notes it’s hard to truly quantify the risk because these studies are challenging to do.\u003c/p>\n\u003cp>Still, this lines up with an \u003ca href=\"https://cdn1.sph.harvard.edu/wp-content/uploads/sites/2443/2020/10/Phase-I-Report-Highlights.pdf\">assessment \u003c/a>by Harvard researchers that also found, when people wear masks, flying can be safer than going to the grocery store.\u003c/p>\n\u003ch3>Danger areas when flying\u003c/h3>\n\u003cp>Air travel would be fairly safe if passengers were magically transported into their seats mid-flight, wore a well-fitted mask and stayed put during the entire flight.\u003c/p>\n\u003cp>Of course, we all know this is a fantasy.\u003c/p>\n\u003cp>“It’s not just the airplane — airports are a nightmare,” says Freedman. “Airports have done very little to change any of their procedures at all.”\u003c/p>\n\u003cp>There are innumerable opportunities to catch the virus while hauling your luggage from the curb through security and onto the plane, among a crowd of other travelers.\u003c/p>\n\u003cp>And even once you’re onboard, the risk can be higher while the plane is taxiing or sitting on the runway, because the ventilation systems may not be fully running, says Freedman.\u003c/p>\n\u003cp>Boeing says its guidance to airlines is to keep the air flow system turned on with HEPA filters and air circulating at all times while passengers are on board, but several experts \u003ca href=\"https://twitter.com/j_g_allen/status/1517086886963167232?ref_src=twsrc%5Etfw\">have pointed out\u003c/a> this \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC8932639/\">doesn’t\u003c/a> always happen.\u003c/p>\n\u003cp>Even on the flight, you can still be at risk if you’re seated close to someone who’s infected and unmasked. Research generally \u003ca href=\"https://pubmed.ncbi.nlm.nih.gov/35331931/\">shows\u003c/a> that people seated within two to three rows from an infected person are at the highest risk of catching the virus, says Freedman. But even people seated farther away can \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7706937/\">be infected\u003c/a> according to some studies.\u003c/p>\n\u003cp>Given all of this, Santarpia recommends continuing to wear a high-quality respirator, like an N95 or K95, when flying and while in the airport.\u003c/p>\n\u003cp>Even if cases are generally low where you live, air travel could expose you to people from other regions where more virus might be circulating. And remember: the longer the flight, the greater the risk.\u003c/p>\n\u003ch3>Buses and subways: Risk for you and those around you\u003c/h3>\n\u003cp>Data from the subway systems in New York City and San Francisco show they have good ventilation, says Linsey Marr, an airborne disease transmission researcher at Virginia Tech.\u003c/p>\n\u003cp>But even that isn’t enough to prevent transmission in a situation where riders are packed tightly together in each other’s faces.\u003c/p>\n\u003cp>Marr says if a subway car is crowded, she’s keeping her mask on. But if there’s “fewer than 10 people on a train, I probably wouldn’t.”\u003c/p>\n\u003cp>Several experts said ventilation is more of a concern on city buses, where “you’re really breathing in what almost everyone else is breathing out,” says \u003ca href=\"https://me.engin.umich.edu/people/faculty/jesse-capecelatro/\">Jesse Capecelatro\u003c/a>, an assistant professor of mechanical and aerospace engineering at the University of Michigan who studies the flow physics of particles and droplets.\u003c/p>\n\u003cp>Capecelatro has researched how \u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC7976046/\">air flow affects disease transmission on urban buses\u003c/a>. “What we found was if the windows are closed, due to the recirculation of the air in the bus, whatever someone breathes out, in about 45 seconds, everyone in the bus is breathing in a portion of that,” he says.\u003c/p>\n\u003cp>He and his colleagues published models, using data from earlier in the pandemic, that showed when everyone on a bus is wearing a high-quality mask – assuming they’re wearing it without big gaps around the nose and mouth – that dramatically reduces transmission risks. If no one was wearing a mask, and there was a highly contagious person on board, the modelling found that under certain conditions, about half the passengers on the bus could potentially get infected within 15 minutes.\u003c/p>\n\u003cp>He says opening windows on a bus can make a big difference, but that’s not always possible.\u003c/p>\n\u003cp>The fact that buses tend to have less ventilation than other means of public transportation raises real equity concerns, says \u003ca href=\"https://sph.umd.edu/people/neil-j-sehgal\">Neil Sehgal\u003c/a>, an assistant professor of health policy at the University of Maryland School of Public Health.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Hispanic and Black people are more than twice as likely to take public transit than white people, and people with lower incomes are also disproportionately more likely to take public transit than people with higher incomes,” he says.\u003c/p>\n\u003cp>Seghal says the end of mask mandates on buses means that people with fewer options for safer travel are now facing increased risk – including people who are medically vulnerable. For instance, people with cancer might need to ride a bus to their chemotherapy or oncology appointments.\u003c/p>\n\u003cp>“We’ve increased the level of risk for these people without consideration that their risk tolerance may not be the same as ours,” he says.\u003c/p>\n\u003ch3>Cabs and ride-sharing: Get some air in there\u003c/h3>\n\u003cp>If you’ve ever been in a passenger car with a smoker, you know that the cabin will quickly fill up with smoke when the windows are up. (Some people call this hotboxing, with cigarettes and ahem, other substances.) Infectious aerosols behave like smoke, so in an enclosed car, they’re also going to build up quickly.\u003c/p>\n\u003cp>When you consider the fact that ride-share drivers are picking up different passengers all day long, it’s hard to predict what kinds of viral particles you might be breathing.\u003c/p>\n\u003cp>So if you’re in a cab or ride-sharing vehicle, \u003ca href=\"https://www.science.org/doi/10.1126/sciadv.abe0166\">research has found\u003c/a> that your best bet to is to open the windows all the way to clear the air and lower your risk of transmission. If you’re cruising along at a good clip, “partially open windows also do a lot more than you might think,” says \u003ca href=\"https://www.physics.umass.edu/people/varghese-mathai\">Varghese Mathai\u003c/a>, an assistant professor of physics at the University of Massachusetts, Amherst, who has studied aerosol transmission in passenger car cabins.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ncbi.nlm.nih.gov/pmc/articles/PMC8939464/\">His research has found that when you’re stuck in traffic\u003c/a>, in addition to opening windows, turning the AC on at full blast will allow for more air circulation.\u003c/p>\n\u003cp>And remember, shorter rides are better. “The longer the time you spend [in the car], the more aerosols you risk inhaling,” Mathai notes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mathai says his research was inspired in part by his own use of ride-sharing services, and he plans to keep on masking.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2022 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Here%27s+why+you+might+still+want+to+wear+masks+on+public+transport&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART has reversed course on its \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220310\">abrupt decision\u003c/a> earlier this month to remove Director Lateefah Simon from her seat on the agency’s elected board.\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220323\" target=\"_blank\" rel=\"noopener noreferrer\">BART announced Wednesday\u003c/a> that, after conferring with outside legal counsel, its staff lacked authority to remove Simon from the board after determining she had moved to an Oakland address just steps outside her district.\u003c/p>\n\u003cp>The transit agency now says that only its elected board of directors or a court can declare a seat vacant and that Simon continues to represent BART’s District 7, which currently includes western Contra Costa County and slivers of Alameda County and San Francisco.\u003c/p>\n\u003cp>In an interview, Simon emphasized that she only made the move from her former home in Richmond to an apartment building adjacent to Oakland’s MacArthur BART station after agency staff assured her she remained inside the district.[pullquote size=\"medium\" align=\"right\" citation=\"Lateefah Simon, BART director of District 7\"]‘I’m a sworn and duly elected official. … They disconnected my phone and my email, and they took down my picture and sent a press release out and eulogized me at a BART meeting with no due process.’[/pullquote]\u003c/p>\n\u003cp>“When I moved here, I want to be clear, I talked to BART staff,” Simon said. “We have documentation. Now we know I live 300 feet from the line — a block.”\u003c/p>\n\u003cp>Simon said she and her 10-year-old daughter moved to Oakland after receiving death threats connected to her work on police accountability. She was first elected to BART’s board of directors in 2016 and served as the board’s president in 2020.\u003c/p>\n\u003cp>“I was told I needed to be in a secure space,” she said.\u003c/p>\n\u003cp>She credited the change in BART’s position to support from other members of the board of directors and what she called the “extremely aggressive” efforts of her legal team.\u003c/p>\n\u003cp>Immediately after BART’s March 10 announcement that Simon had been removed from the board, fellow directors Janice Li and Bevan Dufty appealed to agency management to seek outside legal advice.\u003c/p>\n\u003cp>https://twitter.com/BevanDufty/status/1502418720529928193\u003c/p>\n\u003cp>“I was unlawfully pushed out of the seat by a staff person,” Simon said. “I’m a sworn and duly elected official. … They disconnected my phone and my email, and they took down my picture and sent a press release out and eulogized me at a BART meeting with no due process.”\u003c/p>\n\u003cp>Still to be determined is how the board of directors will resolve the issue. Earlier this month, the directors approved a new electoral map for its nine districts. Reapportionment occurs once a decade following the U.S. census.[aside postID=\"news_11904449\" label=\"Related Post\"]Simon’s current residence is inside the redrawn District 7. Under state law, though, newly reapportioned legislative districts generally don’t take effect until the election following adoption of new maps.\u003c/p>\n\u003cp>There are other complications to using the new map, too, including the fact that other board members could find themselves living outside their redrawn districts.\u003c/p>\n\u003cp>Asked whether she might be required to move again to stay on the board, Simon said, “I don’t know. My lawyers have assured me that they’re going to continue to be in conversation with the outside legal team that BART had to hire.”\u003c/p>\n\u003cp>Simon is the BART board’s only Black member. Legally blind, she is the rare board member who relies on BART service and uses it daily.\u003c/p>\n\u003cp>“I don’t think I was pushed out because I was Black,” Simon said. “But I know because I’m Black, because I’m a disabled woman, because I’m a mama and I use that system every day, it’s all the more reason I need to fight to keep my seat.”\u003c/p>\n\u003cp>In the agency’s statement, BART General Manager Robert Powers and board President Rebecca Saltzman apologized to Simon “for the way this has played out.”\u003c/p>\n\u003cp>“This has been a very difficult situation, especially for Director Simon who moved her family for safety reasons and to live steps away from the transit system she relies on for transportation and that she proudly represents,” the statement said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART has reversed course on its \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220310\">abrupt decision\u003c/a> earlier this month to remove Director Lateefah Simon from her seat on the agency’s elected board.\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/news/articles/2022/news20220323\" target=\"_blank\" rel=\"noopener noreferrer\">BART announced Wednesday\u003c/a> that, after conferring with outside legal counsel, its staff lacked authority to remove Simon from the board after determining she had moved to an Oakland address just steps outside her district.\u003c/p>\n\u003cp>The transit agency now says that only its elected board of directors or a court can declare a seat vacant and that Simon continues to represent BART’s District 7, which currently includes western Contra Costa County and slivers of Alameda County and San Francisco.\u003c/p>\n\u003cp>In an interview, Simon emphasized that she only made the move from her former home in Richmond to an apartment building adjacent to Oakland’s MacArthur BART station after agency staff assured her she remained inside the district.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“When I moved here, I want to be clear, I talked to BART staff,” Simon said. “We have documentation. Now we know I live 300 feet from the line — a block.”\u003c/p>\n\u003cp>Simon said she and her 10-year-old daughter moved to Oakland after receiving death threats connected to her work on police accountability. She was first elected to BART’s board of directors in 2016 and served as the board’s president in 2020.\u003c/p>\n\u003cp>“I was told I needed to be in a secure space,” she said.\u003c/p>\n\u003cp>She credited the change in BART’s position to support from other members of the board of directors and what she called the “extremely aggressive” efforts of her legal team.\u003c/p>\n\u003cp>Immediately after BART’s March 10 announcement that Simon had been removed from the board, fellow directors Janice Li and Bevan Dufty appealed to agency management to seek outside legal advice.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“I was unlawfully pushed out of the seat by a staff person,” Simon said. “I’m a sworn and duly elected official. … They disconnected my phone and my email, and they took down my picture and sent a press release out and eulogized me at a BART meeting with no due process.”\u003c/p>\n\u003cp>Still to be determined is how the board of directors will resolve the issue. Earlier this month, the directors approved a new electoral map for its nine districts. Reapportionment occurs once a decade following the U.S. census.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Simon’s current residence is inside the redrawn District 7. Under state law, though, newly reapportioned legislative districts generally don’t take effect until the election following adoption of new maps.\u003c/p>\n\u003cp>There are other complications to using the new map, too, including the fact that other board members could find themselves living outside their redrawn districts.\u003c/p>\n\u003cp>Asked whether she might be required to move again to stay on the board, Simon said, “I don’t know. My lawyers have assured me that they’re going to continue to be in conversation with the outside legal team that BART had to hire.”\u003c/p>\n\u003cp>Simon is the BART board’s only Black member. Legally blind, she is the rare board member who relies on BART service and uses it daily.\u003c/p>\n\u003cp>“I don’t think I was pushed out because I was Black,” Simon said. “But I know because I’m Black, because I’m a disabled woman, because I’m a mama and I use that system every day, it’s all the more reason I need to fight to keep my seat.”\u003c/p>\n\u003cp>In the agency’s statement, BART General Manager Robert Powers and board President Rebecca Saltzman apologized to Simon “for the way this has played out.”\u003c/p>\n\u003cp>“This has been a very difficult situation, especially for Director Simon who moved her family for safety reasons and to live steps away from the transit system she relies on for transportation and that she proudly represents,” the statement said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return",
"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return",
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"headTitle": "Transit Breakdown (Literally): BART’s Big Budget Trouble, Anemic Ridership and Whether the ‘Normal’ Commute Will Ever Return | KQED",
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"content": "\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.",
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"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Screech! Chirp, chirp. Bwwwwaaaaaa. Hyphy!\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The sounds of California are eclectic, and here at \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious\u003c/a>, we’re pretty big fans of noise. So we dug through the Bay Curious archives to celebrate the soundtrack of the Golden State, from the sounds that guide us home, to the people who brighten up our day.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This is your excuse to stay in bed, snuggle deeper into your couch, and join Bay Curious on a truly immersive experience for your ears. So put on your headphones, follow along on our Spotify playlist below, settle in and turn up the volume.\u003c/span>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://open.spotify.com/embed/playlist/3pnC5RuL20oLb74k2FoMt4?utm_source=generator\" width=\"100%\" height=\"380\" frameborder=\"0\" allowfullscreen allow=\"autoplay; clipboard-write; encrypted-media; fullscreen; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003col>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">\u003cstrong>Why are BART trains so loud?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11425097\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11425097\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/04/BartColiseum-800x510.jpg\" alt=\"A BART train at Oakland's Coliseum station, where 40 to 60 youths took over a train car and robbed and beat passengers.\" width=\"800\" height=\"510\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-800x510.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-1020x650.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-1180x752.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-960x612.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-240x153.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-375x239.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-520x332.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A BART train at Oakland’s Coliseum station. \u003ccite>(Paul Sullivan/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Bay Area is full of sounds. But one sound, in particular, stood out to Bay Curious listener Eric Bauer: “Why does BART scream like a banshee?” he so vividly asked us. Eric’s no stranger to trains — he rode them all the time when he lived in Chicago. To figure out what makes the noises of our subway system so unique, we visited BART’s repair shop to ask the experts.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11881696/how-hyphy-came-to-define-bay-area-hip-hop\">\u003cstrong>‘It’s pure energy’: How hyphy came to define Bay Area hip-hop\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11882075\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11882075\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/E-40.DeFremery-800x535.jpg\" alt=\"\" width=\"800\" height=\"535\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-800x535.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-1020x682.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-1536x1026.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">E-40 at DeFremery Park in West Oakland, Oct. 12, 2018. \u003ccite>(Pendarvis Harshaw/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">Welcome to perhaps the most energizing history lesson you’ll ever have: how the hyphy movement created a distinctly Bay Area sound. We’re joined by Pendarvis Harshaw, host of \u003c/span>\u003ca href=\"https://www.kqed.org/podcasts/rightnowish\">\u003cspan style=\"font-weight: 400\">KQED’s Rightnowish podcast\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, to answer Bay Curious listener Lauren Tankeh’s question on how hyphy music started, and what the movement represented for Bay culture. Requirements for this episode: “Gig,” not just dance, to the hyperactive up-tempo beats while you learn about the pioneers and legacy of this hip-hop subgenre.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11272504/foghorns-who-presses-the-play-button\">\u003cstrong>Foghorns: Who presses the play button?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11272505\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11272505\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-800x533.jpg\" alt=\"This Golden Gate Bridge fog horn points west on the concrete base of the bridge's south tower, guiding ships safely in the fog.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This Golden Gate Bridge foghorn points west on the concrete base of the bridge’s south tower, guiding ships safely in the fog. \u003ccite>(Brittany Hosea-Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Depending on where you live in the Bay Area, the sight of fog can also mean hearing foghorns. After Bay Curious listeners Andy MacKinnon and Jen Liu moved from San Francisco’s SOMA district to the Sunset, they realized foghorns were becoming a constant part of their lives — for better or for worse. They had so many questions for us, such as:\u003c/p>\n\u003cp>1. Where are these foghorns?\u003cbr>\n2. How many of them are there?\u003cbr>\n3. Why do we still use them despite technology like radar and GPS?\u003cbr>\n4. Who, or what, turns them on?\u003c/p>\n\u003cp>We went out into the fog to help Andy and Jen get some much-needed answers.\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719871/why-the-myth-of-the-san-francisco-accent-persists\">\u003cstrong>Why does the myth of the ‘San Francisco accent’ persist?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11720643\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11720643\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/BayCurious_opt1-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-1200x675.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An accent is different from a word choice. It’s about how a word is pronounced. \u003ccite>(Kelly Heigert/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Is there such a thing as a San Francisco accent?” That’s what Bay Curious listener Jonathan Morton wanted to know. When you think of New Yorkers, Bostonians or Texans, you might have a pretty good idea of a general accent, down to the rhythms and tones. But that gets harder to do with San Franciscans. In this episode, we dive deep into accents, the myth of the “Mission brogue,” and how naming just one accent in San Francisco actually says more about who has political power than how people speak.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11795009/why-do-some-crosswalks-make-a-machine-gun-sound\">\u003cstrong>Why do some crosswalks make a machine-gun sound?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11795015\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11795015\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-800x530.jpg\" alt=\"\" width=\"800\" height=\"530\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Many of the accessible pedestrian signals in San Francisco look like this. \u003ccite>(Raysonho @ Open Grid Scheduler/Grid Engine)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The official name for the sound is the rapid tick. But one Bay Curious listener asked why so many crosswalks in the Bay Area sound like a “machine gun,” as opposed to the more commonplace cuckoo-chirp signals. Find out how the rapid tick was designed and how it’s meant to ensure accessibility for all pedestrians.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11825401/how-urban-renewal-decimated-the-fillmore-district-and-took-jazz-with-it\">\u003cstrong>Why is San Francisco’s Fillmore District no longer the ‘Harlem of the West’?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11825842\" class=\"wp-caption alignnone\" style=\"max-width: 497px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11825842\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/06/RS43798_MOR-0681-qut.jpg\" alt=\"\" width=\"497\" height=\"400\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/06/RS43798_MOR-0681-qut.jpg 497w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/06/RS43798_MOR-0681-qut-160x129.jpg 160w\" sizes=\"(max-width: 497px) 100vw, 497px\">\u003cfigcaption class=\"wp-caption-text\">Jazz musician Dizzy Gillespie with San Francisco Mayor George Christopher in 1957. \u003ccite>(San Francisco History Center, San Francisco Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you were walking down San Francisco’s Fillmore Street in the 1950s, chances are you might have run into any number of stars, from Billie Holiday to Ella Fitzgerald and Thelonious Monk. The Fillmore was known as the “Harlem of the West” for fostering a booming jazz scene and a vibrant Black community. “It was just magic,” said \u003c/span>\u003ca href=\"http://marystallingsjazz.com/\">\u003cspan style=\"font-weight: 400\">jazz singer Mary Stallings\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">. These days, however, the Fillmore isn’t booming like it once was. In this story, which won a public voting round, we explore how the Fillmore came to be a cultural center, and why that ultimately changed.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11185731/where-did-the-wild-parrots-of-san-francisco-come-from\">\u003cstrong>Where did the wild parrots of San Francisco come from?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11187393\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11187393\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-800x532.jpg\" alt=\"The parrots have been spotted from the Embarcadero, all the way down to Sunnyvale.\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1020x678.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1920x1277.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-960x638.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-375x249.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-520x346.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The famous parrots of San Francisco’s Telegraph Hill. \u003ccite>(Patrick Buechner/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They can be found from the Ferry Building in San Francisco all the way south to Sunnyvale, but you’ll likely \u003cem>hear\u003c/em> the cherry-headed conures before you \u003cem>see\u003c/em> them. Wild parrots are not what you would expect to find atop Bay Area trees and traffic signals, and Bay Curious listener Colleen McClowry wanted to know how they became Bay residents. “I think they’re probably not native to the city. But I’m interested to know how they got there,” Colleen asked. There are a lot of theories, and we start in San Francisco’s Telegraph Hill to learn more about these colorful cuties.\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11755398/whats-it-like-to-navigate-the-bay-area-while-blind\">What’s it like to navigate the Bay Area while blind?\u003c/a>\u003c/strong>\u003c/h3>\n\u003cfigure id=\"attachment_11755401\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11755401\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/LH18BlindAmbition-154-800x534.jpg\" alt=\"Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, stands at a varnished wood podium in a blue suit, speaking at a gala put on for his organization.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, stands at a varnished wood lectern in a blue suit, speaking at a gala for the organization. \u003ccite>(Courtesy of LightHouse for the Blind)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This episode is a little different from most Bay Curious episodes. For this sonic experience, we’re joined by Sam Harnett and Chris Hoff, hosts of the podcast, \u003ca href=\"http://www.theworldaccordingtosound.org/\">“The World According to Sound,”\u003c/a> as they get a sense of what it’s like to navigate a chaotic city while blind. They’re guided by \u003cspan style=\"font-weight: 400\">Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, on his morning commute.\u003c/span>\u003c/p>\u003c/li>\n\u003c/ol>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>[ad floatright]\u003c/p>\n",
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"title": "The Sounds of the Bay Area: Escape With 8 Sonic Stories | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Screech! Chirp, chirp. Bwwwwaaaaaa. Hyphy!\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The sounds of California are eclectic, and here at \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious\u003c/a>, we’re pretty big fans of noise. So we dug through the Bay Curious archives to celebrate the soundtrack of the Golden State, from the sounds that guide us home, to the people who brighten up our day.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This is your excuse to stay in bed, snuggle deeper into your couch, and join Bay Curious on a truly immersive experience for your ears. So put on your headphones, follow along on our Spotify playlist below, settle in and turn up the volume.\u003c/span>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://open.spotify.com/embed/playlist/3pnC5RuL20oLb74k2FoMt4?utm_source=generator\" width=\"100%\" height=\"380\" frameborder=\"0\" allowfullscreen allow=\"autoplay; clipboard-write; encrypted-media; fullscreen; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003col>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11030282/why-are-bart-trains-so-loud\">\u003cstrong>Why are BART trains so loud?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11425097\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11425097\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/04/BartColiseum-800x510.jpg\" alt=\"A BART train at Oakland's Coliseum station, where 40 to 60 youths took over a train car and robbed and beat passengers.\" width=\"800\" height=\"510\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-800x510.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-1020x650.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-1180x752.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-960x612.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-240x153.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-375x239.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/04/BartColiseum-520x332.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">A BART train at Oakland’s Coliseum station. \u003ccite>(Paul Sullivan/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The Bay Area is full of sounds. But one sound, in particular, stood out to Bay Curious listener Eric Bauer: “Why does BART scream like a banshee?” he so vividly asked us. Eric’s no stranger to trains — he rode them all the time when he lived in Chicago. To figure out what makes the noises of our subway system so unique, we visited BART’s repair shop to ask the experts.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11881696/how-hyphy-came-to-define-bay-area-hip-hop\">\u003cstrong>‘It’s pure energy’: How hyphy came to define Bay Area hip-hop\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11882075\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11882075\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/07/E-40.DeFremery-800x535.jpg\" alt=\"\" width=\"800\" height=\"535\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-800x535.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-1020x682.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery-1536x1026.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/E-40.DeFremery.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">E-40 at DeFremery Park in West Oakland, Oct. 12, 2018. \u003ccite>(Pendarvis Harshaw/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">Welcome to perhaps the most energizing history lesson you’ll ever have: how the hyphy movement created a distinctly Bay Area sound. We’re joined by Pendarvis Harshaw, host of \u003c/span>\u003ca href=\"https://www.kqed.org/podcasts/rightnowish\">\u003cspan style=\"font-weight: 400\">KQED’s Rightnowish podcast\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, to answer Bay Curious listener Lauren Tankeh’s question on how hyphy music started, and what the movement represented for Bay culture. Requirements for this episode: “Gig,” not just dance, to the hyperactive up-tempo beats while you learn about the pioneers and legacy of this hip-hop subgenre.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11272504/foghorns-who-presses-the-play-button\">\u003cstrong>Foghorns: Who presses the play button?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11272505\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11272505\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-800x533.jpg\" alt=\"This Golden Gate Bridge fog horn points west on the concrete base of the bridge's south tower, guiding ships safely in the fog.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/01/RS23445_161219_GGFoghorns_bhs07-qut-520x347.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">This Golden Gate Bridge foghorn points west on the concrete base of the bridge’s south tower, guiding ships safely in the fog. \u003ccite>(Brittany Hosea-Small/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Depending on where you live in the Bay Area, the sight of fog can also mean hearing foghorns. After Bay Curious listeners Andy MacKinnon and Jen Liu moved from San Francisco’s SOMA district to the Sunset, they realized foghorns were becoming a constant part of their lives — for better or for worse. They had so many questions for us, such as:\u003c/p>\n\u003cp>1. Where are these foghorns?\u003cbr>\n2. How many of them are there?\u003cbr>\n3. Why do we still use them despite technology like radar and GPS?\u003cbr>\n4. Who, or what, turns them on?\u003c/p>\n\u003cp>We went out into the fog to help Andy and Jen get some much-needed answers.\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11719871/why-the-myth-of-the-san-francisco-accent-persists\">\u003cstrong>Why does the myth of the ‘San Francisco accent’ persist?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11720643\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11720643\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/01/BayCurious_opt1-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1-1200x675.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/01/BayCurious_opt1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An accent is different from a word choice. It’s about how a word is pronounced. \u003ccite>(Kelly Heigert/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Is there such a thing as a San Francisco accent?” That’s what Bay Curious listener Jonathan Morton wanted to know. When you think of New Yorkers, Bostonians or Texans, you might have a pretty good idea of a general accent, down to the rhythms and tones. But that gets harder to do with San Franciscans. In this episode, we dive deep into accents, the myth of the “Mission brogue,” and how naming just one accent in San Francisco actually says more about who has political power than how people speak.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11795009/why-do-some-crosswalks-make-a-machine-gun-sound\">\u003cstrong>Why do some crosswalks make a machine-gun sound?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11795015\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11795015\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-800x530.jpg\" alt=\"\" width=\"800\" height=\"530\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton-1020x675.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/1024px-PedestrianSignalPushButton.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Many of the accessible pedestrian signals in San Francisco look like this. \u003ccite>(Raysonho @ Open Grid Scheduler/Grid Engine)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">The official name for the sound is the rapid tick. But one Bay Curious listener asked why so many crosswalks in the Bay Area sound like a “machine gun,” as opposed to the more commonplace cuckoo-chirp signals. Find out how the rapid tick was designed and how it’s meant to ensure accessibility for all pedestrians.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11825401/how-urban-renewal-decimated-the-fillmore-district-and-took-jazz-with-it\">\u003cstrong>Why is San Francisco’s Fillmore District no longer the ‘Harlem of the West’?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11825842\" class=\"wp-caption alignnone\" style=\"max-width: 497px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11825842\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/06/RS43798_MOR-0681-qut.jpg\" alt=\"\" width=\"497\" height=\"400\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/06/RS43798_MOR-0681-qut.jpg 497w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/06/RS43798_MOR-0681-qut-160x129.jpg 160w\" sizes=\"(max-width: 497px) 100vw, 497px\">\u003cfigcaption class=\"wp-caption-text\">Jazz musician Dizzy Gillespie with San Francisco Mayor George Christopher in 1957. \u003ccite>(San Francisco History Center, San Francisco Public Library)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you were walking down San Francisco’s Fillmore Street in the 1950s, chances are you might have run into any number of stars, from Billie Holiday to Ella Fitzgerald and Thelonious Monk. The Fillmore was known as the “Harlem of the West” for fostering a booming jazz scene and a vibrant Black community. “It was just magic,” said \u003c/span>\u003ca href=\"http://marystallingsjazz.com/\">\u003cspan style=\"font-weight: 400\">jazz singer Mary Stallings\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">. These days, however, the Fillmore isn’t booming like it once was. In this story, which won a public voting round, we explore how the Fillmore came to be a cultural center, and why that ultimately changed.\u003c/span>\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003ca href=\"https://www.kqed.org/news/11185731/where-did-the-wild-parrots-of-san-francisco-come-from\">\u003cstrong>Where did the wild parrots of San Francisco come from?\u003c/strong>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003c/a>\u003c/h3>\n\u003cfigure id=\"attachment_11187393\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11187393\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-800x532.jpg\" alt=\"The parrots have been spotted from the Embarcadero, all the way down to Sunnyvale.\" width=\"800\" height=\"532\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1020x678.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1920x1277.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-1180x785.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-960x638.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-375x249.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/11/2924064112_df11d9e7ec_o-520x346.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The famous parrots of San Francisco’s Telegraph Hill. \u003ccite>(Patrick Buechner/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They can be found from the Ferry Building in San Francisco all the way south to Sunnyvale, but you’ll likely \u003cem>hear\u003c/em> the cherry-headed conures before you \u003cem>see\u003c/em> them. Wild parrots are not what you would expect to find atop Bay Area trees and traffic signals, and Bay Curious listener Colleen McClowry wanted to know how they became Bay residents. “I think they’re probably not native to the city. But I’m interested to know how they got there,” Colleen asked. There are a lot of theories, and we start in San Francisco’s Telegraph Hill to learn more about these colorful cuties.\u003c/p>\u003c/li>\n\u003cli style=\"font-weight: 400\">\n\u003ch3>\u003cstrong>\u003ca href=\"https://www.kqed.org/news/11755398/whats-it-like-to-navigate-the-bay-area-while-blind\">What’s it like to navigate the Bay Area while blind?\u003c/a>\u003c/strong>\u003c/h3>\n\u003cfigure id=\"attachment_11755401\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11755401\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/LH18BlindAmbition-154-800x534.jpg\" alt=\"Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, stands at a varnished wood podium in a blue suit, speaking at a gala put on for his organization.\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/06/LH18BlindAmbition-154.jpg 1000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, stands at a varnished wood lectern in a blue suit, speaking at a gala for the organization. \u003ccite>(Courtesy of LightHouse for the Blind)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>This episode is a little different from most Bay Curious episodes. For this sonic experience, we’re joined by Sam Harnett and Chris Hoff, hosts of the podcast, \u003ca href=\"http://www.theworldaccordingtosound.org/\">“The World According to Sound,”\u003c/a> as they get a sense of what it’s like to navigate a chaotic city while blind. They’re guided by \u003cspan style=\"font-weight: 400\">Bryan Bashin, CEO of LightHouse for the Blind and Visually Impaired, on his morning commute.\u003c/span>\u003c/p>\u003c/li>\n\u003c/ol>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "BART Board OKs Policy Requiring Workers to Get COVID Shots by Mid-December",
"title": "BART Board OKs Policy Requiring Workers to Get COVID Shots by Mid-December",
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"content": "\u003cp>BART's Board of Directors approved a policy Thursday that will require transit agency employees to be vaccinated against COVID-19 by mid-December.\u003c/p>\n\u003cp>The policy — sponsored by board members Rebecca Saltzman, Lateefah Simon, Bevan Dufty and Janice Li — directs BART General Manager Robert Powers to negotiate details of the vaccination requirement with the agency's labor unions.\u003c/p>\n\u003cp>\"By adopting this policy today, nobody is getting fired tomorrow,\" Li said during Thursday's meeting, following the board's 8-1 vote in favor of the measure. \"No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.\"\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Janice Li, BART board member\"]'No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.'[/pullquote]As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"bart\"]Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. 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"content": "\u003cdiv class=\"post-body\">\u003cp>As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. The agency has said fewer than half of its operators have gotten COVID-19 shots.\u003c/p>\n\u003cp>In San Francisco, Muni employees are included in a policy requiring all city workers to be fully vaccinated by Nov. 1, or face termination. The city's Municipal Transportation Agency said earlier this month that 640 of its employees had either still not been vaccinated or had failed to report their vaccination status.\u003c/p>\n\u003cp>The mass firing of unvaccinated workers would likely force sharp reductions in Muni service, the agency warned.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Dan Brekke and Bay City News.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">Even before the pandemic, public transit did not feel safe to many women and girls. That’s why the #NotOneMoreGirl initiative was launched and spearheaded by Bay Area youth — and they’ve already helped create changes at BART.\u003cbr>\n\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">As service resumes at near pre-pandemic hours, advocates say keeping vulnerable people safe is more important than ever.\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guests:\u003c/b>\u003cspan style=\"font-weight: 400\"> Haleema Bharoocha, senior advocacy manager at \u003ca href=\"https://www.alliance4girls.org/\">Alliance for Girls\u003c/a> and Santana Tapia, with the #NotOneMoreGirl campaign and co-founder of Fluid Coffee and Events\u003cbr>\n\u003c/span>\u003c/p>\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC4285863326\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Read the episode transcript \u003ca href=\"https://bit.ly/3yx65Je\" target=\"_blank\" rel=\"noopener noreferrer\">here\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.bart.gov/guide/safety/gbv/intervention\">Click here to watch\u003c/a> the bystander intervention training video produced by the \u003ca href=\"https://www.bart.gov/guide/safety/gbv/campaign\">Not One More Girl Campaign. \u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Follow \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/news/tag/the-bay\">\u003ci>\u003cspan style=\"font-weight: 400\">The Bay\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> to hear more local Bay Area stories like this one. New episodes are released Monday, Wednesday and Friday at 3 a.m. Find The Bay on \u003c/span>\u003c/i>\u003ca href=\"https://podcasts.apple.com/us/podcast/the-bay/id1350043452?mt=2\">\u003ci>\u003cspan style=\"font-weight: 400\">Apple Podcasts\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\">, \u003c/span>\u003c/i>\u003ca href=\"https://open.spotify.com/show/4BIKBKIujizLHlIlBNaAqQ\">\u003ci>\u003cspan style=\"font-weight: 400\">Spotify\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\">, \u003c/span>\u003c/i>\u003ca href=\"https://www.stitcher.com/podcast/kqed/the-bay\">\u003ci>\u003cspan style=\"font-weight: 400\">Stitcher\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\">, NPR One or via \u003c/span>\u003c/i>\u003ca href=\"https://www.amazon.com/KQED-The-Bay-Flash-Briefing/dp/B07H6YYV23\">\u003ci>\u003cspan style=\"font-weight: 400\">Alexa\u003c/span>\u003c/i>\u003c/a>\u003cspan style=\"font-weight: 400\">. \u003c/span>\u003c/p>\n\n",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
},
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"hidden-brain": {
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "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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