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"content": "\u003cp>The BART board of directors has approved its first budget of the coronavirus era.\u003c/p>\n\u003cp>The transit agency's spending plan tries to avoid layoffs while negotiating the vast uncertainty surrounding the economy and ridership in the wake of the pandemic.\u003c/p>\n\u003cp>The spending blueprint — $915 million for day-to-day operations and $1.5 billion for long-term capital projects for the fiscal year beginning July 1 — includes a provision added during Thursday’s meeting that could lead to a major shift in how the transit agency polices its system.\u003c/p>\n\u003cp>The amendment, offered by San Francisco board member Bevan Dufty, commits the district \"to undertake a rigorous stakeholder process on new approaches that emphasize responding to homelessness, behavioral health and substance use without relying on armed police.\"\u003c/p>\n\u003cp>That stakeholder process is to start immediately, with agency management and the board engaging with the community to develop police reform proposals that could be voted on as early as October.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dufty said that the change needs to be part of the nationwide reassessment of institutional racism in the wake of the May 25 police killing of George Floyd in Minneapolis.\u003c/p>\n\u003cp>“This is a moment where we face two unprecedented challenges in our country — of a pandemic and really seeing how deep racism and racist practices are embedded in this nation,” Dufty said.\u003c/p>\n\u003cp>The former San Francisco Supervisor said that while the words of his resolution may not line up completely with public calls to defund police forces, “the reality is we have made some grievous mistakes, and we have asked the men and women who are police officers to solve problems they don’t have any of the tools to solve.”\u003c/p>\n\u003cp>The board passed the budget with Dufty’s amendment by a vote of 7-2, with Directors Debora Allen and Liz Ames voting no. That vote overrode two motions that each of the dissenting directors had made.\u003c/p>\n\u003cp>Ames had proposed directing management to come up with $100 million in bond funds and grants to expedite replacement of BART’s roughly 750 fare gates, a project designed to make it tougher to get on trains without paying.\u003c/p>\n\u003cp>Allen has complained for months that BART management has failed to adequately cut its budget to reflect the loss of hundreds of millions of dollars in fare and tax revenue during the pandemic. She put forward a last-minute amendment to cut $51 million from the ‘20-21 operating budget.\u003c/p>\n\u003cp>Allen pointed out that despite the crisis and a projected 65% decline in fare receipts in the coming year, the $915 million operating budget actually represents an increase from this year’s budget.\u003c/p>\n\u003cp>“To me, it’s just common sense and our fiduciary duty to look for ways to cut our operating expenses over this next year, to at least make some effort to bring our operating expenses down some to meet our substantial decrease in revenue,” Allen said.\u003c/p>\n\u003cp>Allen offered no specific suggestions about where she’d find the $51 million in cuts she proposed. Salary and benefits are by far the agency’s biggest single line item, representing about 70% of the operating budget. A deep cut would likely mean extensive layoffs or furloughs, a step BART management and the board majority have resisted as one that would damage the agency’s ability to restore service when passengers return.\u003c/p>\n\u003cp>A presentation earlier in the meeting underlined just how much remains uncertain about when more riders will come back.\u003c/p>\n\u003cp>An email survey of previous BART riders conducted in May showed just 15% of customers were still using the system. Just 8% were riding three or more days per week. Those numbers square with the agency’s reported ridership numbers, which have rebounded from their mid-April nadir but remain nearly 90% below pre-pandemic levels.\u003c/p>\n\u003cp>The survey found fewer than half of those who stopped riding BART said they were “very likely” to ride again. Another 25% said they were “somewhat likely” to get back on trains. The main reasons cited for the reluctance to ride: a variety of concerns over a possible lack of social distancing, failure of other patrons to wear masks and the cleanliness of trains and stations.\u003c/p>\n\u003cp>Also troubling for a district heavily dependent on fares to balance its budget is that survey respondents also indicate that even when they do start taking BART again, they won't ride the system as often as they have in the past.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the large group who said they were not riding BART during shelter in place, 45% said they had used the system 5 days a week prior to the pandemic. Going forward, just 25% said they would use the trains that often, while 48% said they would ride just a day or two a week or even less frequently.\u003c/p>\n\n",
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"excerpt": "The spending blueprint avoids layoffs as transit agency continues to deal with devastating loss of revenue. A last-minute amendment commits the district to develop police reform plans over the next 90 days. ",
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"description": "The spending blueprint avoids layoffs as transit agency continues to deal with devastating loss of revenue. A last-minute amendment commits the district to develop police reform plans over the next 90 days. ",
"title": "BART Board Passes Budget, Including Initiative to Refocus Police Force | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The BART board of directors has approved its first budget of the coronavirus era.\u003c/p>\n\u003cp>The transit agency's spending plan tries to avoid layoffs while negotiating the vast uncertainty surrounding the economy and ridership in the wake of the pandemic.\u003c/p>\n\u003cp>The spending blueprint — $915 million for day-to-day operations and $1.5 billion for long-term capital projects for the fiscal year beginning July 1 — includes a provision added during Thursday’s meeting that could lead to a major shift in how the transit agency polices its system.\u003c/p>\n\u003cp>The amendment, offered by San Francisco board member Bevan Dufty, commits the district \"to undertake a rigorous stakeholder process on new approaches that emphasize responding to homelessness, behavioral health and substance use without relying on armed police.\"\u003c/p>\n\u003cp>That stakeholder process is to start immediately, with agency management and the board engaging with the community to develop police reform proposals that could be voted on as early as October.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Dufty said that the change needs to be part of the nationwide reassessment of institutional racism in the wake of the May 25 police killing of George Floyd in Minneapolis.\u003c/p>\n\u003cp>“This is a moment where we face two unprecedented challenges in our country — of a pandemic and really seeing how deep racism and racist practices are embedded in this nation,” Dufty said.\u003c/p>\n\u003cp>The former San Francisco Supervisor said that while the words of his resolution may not line up completely with public calls to defund police forces, “the reality is we have made some grievous mistakes, and we have asked the men and women who are police officers to solve problems they don’t have any of the tools to solve.”\u003c/p>\n\u003cp>The board passed the budget with Dufty’s amendment by a vote of 7-2, with Directors Debora Allen and Liz Ames voting no. That vote overrode two motions that each of the dissenting directors had made.\u003c/p>\n\u003cp>Ames had proposed directing management to come up with $100 million in bond funds and grants to expedite replacement of BART’s roughly 750 fare gates, a project designed to make it tougher to get on trains without paying.\u003c/p>\n\u003cp>Allen has complained for months that BART management has failed to adequately cut its budget to reflect the loss of hundreds of millions of dollars in fare and tax revenue during the pandemic. She put forward a last-minute amendment to cut $51 million from the ‘20-21 operating budget.\u003c/p>\n\u003cp>Allen pointed out that despite the crisis and a projected 65% decline in fare receipts in the coming year, the $915 million operating budget actually represents an increase from this year’s budget.\u003c/p>\n\u003cp>“To me, it’s just common sense and our fiduciary duty to look for ways to cut our operating expenses over this next year, to at least make some effort to bring our operating expenses down some to meet our substantial decrease in revenue,” Allen said.\u003c/p>\n\u003cp>Allen offered no specific suggestions about where she’d find the $51 million in cuts she proposed. Salary and benefits are by far the agency’s biggest single line item, representing about 70% of the operating budget. A deep cut would likely mean extensive layoffs or furloughs, a step BART management and the board majority have resisted as one that would damage the agency’s ability to restore service when passengers return.\u003c/p>\n\u003cp>A presentation earlier in the meeting underlined just how much remains uncertain about when more riders will come back.\u003c/p>\n\u003cp>An email survey of previous BART riders conducted in May showed just 15% of customers were still using the system. Just 8% were riding three or more days per week. Those numbers square with the agency’s reported ridership numbers, which have rebounded from their mid-April nadir but remain nearly 90% below pre-pandemic levels.\u003c/p>\n\u003cp>The survey found fewer than half of those who stopped riding BART said they were “very likely” to ride again. Another 25% said they were “somewhat likely” to get back on trains. The main reasons cited for the reluctance to ride: a variety of concerns over a possible lack of social distancing, failure of other patrons to wear masks and the cleanliness of trains and stations.\u003c/p>\n\u003cp>Also troubling for a district heavily dependent on fares to balance its budget is that survey respondents also indicate that even when they do start taking BART again, they won't ride the system as often as they have in the past.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Among the large group who said they were not riding BART during shelter in place, 45% said they had used the system 5 days a week prior to the pandemic. Going forward, just 25% said they would use the trains that often, while 48% said they would ride just a day or two a week or even less frequently.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "How COVID-19 Hit Bay Area Public Transit Hard — and What That Means for You",
"title": "How COVID-19 Hit Bay Area Public Transit Hard — and What That Means for You",
"headTitle": "KQED News",
"content": "\u003cp>\u003cstrong>\u003cem>Skip to the Bay Area public transit you use: \u003c/em>\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#muni\">San Francisco Muni\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#ferry\">Ferry Service\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>There’s no other way to put it: Bay Area transit agencies are struggling.\u003c/p>\n\u003cp>When the coronavirus pandemic hit, many businesses told employees to work from home. Local public health authorities mandated that non-essential workers stay home, too. Ridership on all Bay Area public transit systems plummeted as a result.\u003c/p>\n\u003cp>Agencies have struggled to maintain basic service, keep riders and workers safe and avoid mass layoffs. An infusion of emergency aid from the federal government allowed transit systems to survive, but getting back to “normal” is still far in the future. “We are now facing the complete economic devastation that is the aftermath of this pandemic,” San Francisco Municipal Transportation Agency Director of Transportation Jeffrey Tumlin said on Tuesday’s \u003ca href=\"https://www.kqed.org/forum/2010101877803/how-covid-19-is-changing-public-transit\">KQED Forum\u003c/a>.\u003c/p>\n\u003ch3>What About Safety?\u003c/h3>\n\u003cp>Transit operators have lost hundreds of millions of dollars in revenue since shelter-at-home orders were imposed in March. One of the major challenges they face now is convincing patrons that it’s safe to ride again, even with the coronavirus pandemic still simmering.\u003c/p>\n\u003cp>There’s some evidence that transit isn’t to blame for as much transmission of the coronavirus as authorities and the riding public might believe. Studies of outbreaks in various cities around the world have not detected infection clusters linked to public transportation. And a new article from \u003ca href=\"https://www.theatlantic.com/ideas/archive/2020/06/fear-transit-bad-cities/612979/\">The Atlantic\u003c/a> notes that the incidence of COVID-19 has been low in one of the world’s most crowded, transit-reliant cities:\u003c/p>\n\u003cblockquote>\u003cp>If transit itself were a global super-spreader, then a large outbreak would have been expected in Hong Kong, a city of 7.5 million people dependent on a public transportation system that, before the pandemic, was carrying \u003ca href=\"https://www.gov.hk/en/about/abouthk/factsheets/docs/transport.pdf\">12.9 million people a day\u003c/a>. Ridership there … fell considerably less than in other transit systems around the world. Yet Hong Kong has recorded only about \u003ca href=\"https://coronavirus.jhu.edu/map.html\">1,100 COVID-19 cases\u003c/a>, one-tenth the number in Kansas, which has fewer than half as many people. Replicating Hong Kong’s success may involve safety measures, such as mask wearing, that are not yet ingrained in the U.S., but the evidence only underscores that the coronavirus can spread outside of transit and dense urban environments—which are not inherently harmful.\u003c/p>\u003c/blockquote>\n\u003cp>Scroll down for a status report on the Bay Area’s biggest public transit providers, and see how your local service is being impacted — whether that's\u003cstrong> \u003ca href=\"#muni\">SF Muni\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#ferry\">Bay Area ferries\u003c/a>\u003c/strong> or \u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>.\u003c/p>\n\u003cp>We've also got a look at \u003cstrong>\u003ca href=\"#next\">what could be next\u003c/a>\u003c/strong>.\u003c/p>\n\u003ch3>\u003ca id=\"muni\">\u003c/a>San Francisco Muni\u003c/h3>\n\u003cfigure id=\"attachment_11814785\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814785\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops in front of the nightclub Bruno's, which has a sign that reads, 'Save Lives. Stay Home,' on Mission Street in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni has suspended its cable cars, streetcars and subway and light-rail lines — in addition to canceling service on 70 of 89 bus routes. Now, \u003ca href=\"https://www.sfmta.com/blog/muni-service-changes-starting-june-13\">some service is returning\u003c/a>, with a total of 25 lines running. Tumlin says the current all-bus system is safer because vehicles can operate with windows open, which circulates fresh air and reduces the chance of virus transmission on vehicles. However, he says maintaining 6 feet of social distancing on buses translates into an unsustainable 80% reduction in system capacity that will limit the agency's ability to resume more service.\u003c/p>\n\u003cp>[pullquote size='medium' align='left' citation=\"Jeffrey Tumlin, San Francisco Municipal Transportation Agency\"]'Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time.'[/pullquote]\u003c/p>\n\u003cp>“Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time,” Tumlin said. That means he doesn’t expect Muni will be able to restore all the lines it suspended for up to two years.\u003c/p>\n\u003cp>“This is the financial calamity that’s affecting so many households across the nation, and is also affecting every public agency,” Tumlin said.\u003c/p>\n\u003cp>He said Muni is doing everything it can to make buses safe to ride and to operate. Drivers have protective barriers, wear masks and keep the windows down to increase air circulation. Most buses have rear boarding to facilitate passengers spreading out. The buses are cleaned and sterilized at the end of every shift, about three times a day.\u003c/p>\n\u003cp>“And as far as we know, there are no cases of passengers having contracted COVID-19 on Muni,” Tumlin said. He added that there have been just 14 COVID-19 cases among the agency’s 6,000 employees, and all have recovered. None of those are believed to have contracted the virus in the workplace.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='coronavirus']\u003c/p>\n\u003cp>The pandemic has also revealed interesting equity patterns in ridership. Some lines, like those that run along Mission and out to Visitacion Valley have ridership levels almost at pre-pandemic levels. Muni has been adding service in those areas to reduce congestion.\u003c/p>\n\u003cp>“COVID has revealed the geography of essential workers,” Tumlin said.\u003c/p>\n\u003cp>Tumlin also noted that the SFMTA was not allowed to work on any street projects during shelter-in-place, which set the city back in terms of infrastructure to support biking and walking as alternatives to public transportation. However, the agency has closed streets like the Great Highway, Page, Shotwell and Sanchez to traffic — part of the \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets program\u003c/a> — in order to make more safe spaces for residents to get outside and move.\u003c/p>\n\u003cp>“Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,” Tumlin said.\u003c/p>\n\u003cp>[pullquote size='medium' align='left' citation=\"Jeffrey Tumlin, San Francisco Municipal Transportation Agency\"]'Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,.'[/pullquote]\u003c/p>\n\u003cp>SFMTA is considering a massive network of protected bike lanes that could help make many more San Franciscans feel safer getting around by bike, scooter or on foot. He said they are beginning the political process to get approval for such a plan, but noted similar efforts in the past have come up against stiff pushback from citizens that don’t like change.\u003c/p>\n\u003cp>Many people wonder how agencies like Muni and BART will enforce safety protocols like mask-wearing. Tumlin acknowledges this is a delicate matter. Right now, most agencies do not want their frontline workers confronting passengers in order to make them wear masks. Tumlin says Muni drivers have even been assaulted when they tried to shame passengers into wearing masks. And the conversation about mask enforcement comes in the middle of a national reckoning with policing, making the matter even more complex.\u003c/p>\n\u003ch3>\u003ca id=\"bart\">\u003c/a>BART\u003c/h3>\n\u003cfigure id=\"attachment_11806560\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11806560 size-full\" style=\"font-weight: bold; background-color: transparent; color: #767676;\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A mostly empty BART train travels from Oakland to San Francisco on Tuesday, Mar. 10, 2020.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A mostly empty BART train travels from Oakland to San Francisco on March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART ridership, which averaged over 400,000 people per weekday in pre-pandemic times, dropped to the low 20,000s in April. It has inched up to about 40,000 now — but that's still 90% of its former level.\u003c/p>\n\u003cp>Because the agency depends heavily on fare dollars for daily operations, BART, too, slashed service on both its weekday and weekend schedules. The system is currently open from 5 a.m. through 9 p.m. weekdays and 8 a.m. to 9 p.m. on Saturday and Sunday. And instead of running trains every 15 minutes on each of its five lines, it cut service to once every 30 minutes, effectively cutting the number of trains it runs by half.\u003c/p>\n\u003cp>The agency, like others, is working hard to persuade riders it is safe to return to the trains. It has a \u003ca href=\"https://images.magnetmail.net/images/clients/BOMAsf/attach/BART_15_StepWelcomeBackFactSheet.pdf\">15-point plan \u003c/a>to ensure the safety of passengers, including things like fogging the trains every night, sanitizing all touch points at the end of every run, using the longest trains possible so riders can spread out and requiring masks. Some “Forum” listeners commented, though, that they haven’t seen much enforcement of the mask requirement.\u003c/p>\n\u003cp>But one sign of recovery: BART responded to increased ridership on its “Yellow” line, from Antioch to San Francisco International Airport, and has added trains in both the morning and afternoon between Pleasant Hill and Daly City. The new trains restore the former 15-minute headways between Pleasant Hill and the West Bay from 5 a.m. to 7:30 a.m. and from 3:40 p.m. to 5:10 p.m. weekdays.\u003c/p>\n\u003ch3>\u003ca id=\"actransit\">\u003c/a>AC Transit\u003c/h3>\n\u003cfigure id=\"attachment_121589\" class=\"wp-caption alignnone\" style=\"max-width: 1536px\">\u003cimg class=\"wp-image-121589 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2013/12/RS7039_AC_Transit_14oct2013_0217_web.jpg\" alt=\"\" width=\"1536\" height=\"1024\">\u003cfigcaption class=\"wp-caption-text\">An AC Transit bus in downtown Oakland. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit has not suffered quite the ridership loss that Muni has experienced, with patronage falling a maximum of about 83% in April and rebounding to a 72% loss by the end of May. But like Muni, the East Bay operator is running an essentially free service, with riders required to board through rear doors to maintain physical distancing from drivers.\u003c/p>\n\u003cp>AC Transit is running a Sunday schedule on its East Bay lines and is operating just three of its nearly 30 transbay routes — the F from Berkeley and Emeryville, the O from Fruitvale BART and Alameda and the NL from East Oakland. Popular routes like the double-decker J line through Berkeley are sidelined indefinitely.\u003c/p>\n\u003ch3>\u003ca id=\"ferry\">\u003c/a>Ferry Service\u003c/h3>\n\u003cfigure id=\"attachment_11765444\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11765444 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg\" alt=\"\" width=\"1920\" height=\"1372\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-800x572.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1020x729.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1200x858.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond ferry terminal at the Craneway Pavilion, July 2019. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many Bay Area residents say the ferries are their favorite mode of public transit, but a 98% to 99% loss in ridership has forced both San Francisco Bay Ferry and Golden Gate Transit to suspend some service and significantly cut runs that continue.\u003c/p>\n\u003cp>But things are starting to turn around. S.F. Bay Ferry has restored some runs on its popular Vallejo-San Francisco route, and it resumed service Monday on its Richmond-San Francisco route with five weekday runs each way.\u003c/p>\n\u003cp>One piece of good news on the ferry front is that more money may be on the way to help facilitate S.F. Bay Ferry’s planned expansion. Regional Measure 3, a 2018 bridge toll increase to raise funds for dozens of regional transportation projects, would provide $300 million for the system. A lawsuit challenging the measure — and blocking release of funds — lost in San Francisco Superior Court and is now on appeal.\u003c/p>\n\u003ch3>\u003ca id=\"caltrain\">\u003c/a>Caltrain\u003c/h3>\n\u003cfigure id=\"attachment_11472079\" class=\"wp-caption alignnone\" style=\"max-width: 1280px\">\u003cimg class=\"size-full wp-image-11472079\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg\" alt=\"\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-520x390.jpg 520w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain locomotives at San Francisco's Fourth Street/Townsend station. \u003ccite>(\u003ca href=\"https://flic.kr/p/8hnHZ\" target=\"_blank\">Todd Lappin\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain is in an even more precarious situation than other local transit agencies because it has no local tax revenue to help fund it.\u003c/p>\n\u003cp>There is discussion of a one-eighth cent sales tax in counties that Caltrain serves on the November ballot, which would help. However, during the pandemic Caltrain cut down to run fewer than 50 trains, about half of normal. Recently they’ve increased service to around 70 trains.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch3>\u003ca id=\"next\">\u003c/a>So... What's Next?\u003c/h3>\n\u003cfigure id=\"attachment_11814270\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The 24th Street BART Station in San Francisco on March 20, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All the local transit agencies are appealing for more federal funds to get them through the next few years. Without it, most agencies won’t be able to afford to return to pre-pandemic levels of service, especially because new cleaning and distancing rules cost money.\u003c/p>\n\u003cp>State Sen. Scott Wiener from San Francisco has \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB288\">introduced legislation\u003c/a> that would allow local agencies with readily available funds to use them quickly, sidestepping the often cumbersome and drawn out California Environmental Quality Act process. That bill has only just begun to make its way through the legislative process, and wouldn’t produce change until September or October at the earliest.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "From BART and Muni to Caltrain and the ferry, COVID-19's impact on Bay Area public transit has been stark. What does that mean for you, and what's next? ",
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"description": "From BART and Muni to Caltrain and the ferry, COVID-19's impact on Bay Area public transit has been stark. What does that mean for you, and what's next?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>\u003cem>Skip to the Bay Area public transit you use: \u003c/em>\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#muni\">San Francisco Muni\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#ferry\">Ferry Service\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>There’s no other way to put it: Bay Area transit agencies are struggling.\u003c/p>\n\u003cp>When the coronavirus pandemic hit, many businesses told employees to work from home. Local public health authorities mandated that non-essential workers stay home, too. Ridership on all Bay Area public transit systems plummeted as a result.\u003c/p>\n\u003cp>Agencies have struggled to maintain basic service, keep riders and workers safe and avoid mass layoffs. An infusion of emergency aid from the federal government allowed transit systems to survive, but getting back to “normal” is still far in the future. “We are now facing the complete economic devastation that is the aftermath of this pandemic,” San Francisco Municipal Transportation Agency Director of Transportation Jeffrey Tumlin said on Tuesday’s \u003ca href=\"https://www.kqed.org/forum/2010101877803/how-covid-19-is-changing-public-transit\">KQED Forum\u003c/a>.\u003c/p>\n\u003ch3>What About Safety?\u003c/h3>\n\u003cp>Transit operators have lost hundreds of millions of dollars in revenue since shelter-at-home orders were imposed in March. One of the major challenges they face now is convincing patrons that it’s safe to ride again, even with the coronavirus pandemic still simmering.\u003c/p>\n\u003cp>There’s some evidence that transit isn’t to blame for as much transmission of the coronavirus as authorities and the riding public might believe. Studies of outbreaks in various cities around the world have not detected infection clusters linked to public transportation. And a new article from \u003ca href=\"https://www.theatlantic.com/ideas/archive/2020/06/fear-transit-bad-cities/612979/\">The Atlantic\u003c/a> notes that the incidence of COVID-19 has been low in one of the world’s most crowded, transit-reliant cities:\u003c/p>\n\u003cblockquote>\u003cp>If transit itself were a global super-spreader, then a large outbreak would have been expected in Hong Kong, a city of 7.5 million people dependent on a public transportation system that, before the pandemic, was carrying \u003ca href=\"https://www.gov.hk/en/about/abouthk/factsheets/docs/transport.pdf\">12.9 million people a day\u003c/a>. Ridership there … fell considerably less than in other transit systems around the world. Yet Hong Kong has recorded only about \u003ca href=\"https://coronavirus.jhu.edu/map.html\">1,100 COVID-19 cases\u003c/a>, one-tenth the number in Kansas, which has fewer than half as many people. Replicating Hong Kong’s success may involve safety measures, such as mask wearing, that are not yet ingrained in the U.S., but the evidence only underscores that the coronavirus can spread outside of transit and dense urban environments—which are not inherently harmful.\u003c/p>\u003c/blockquote>\n\u003cp>Scroll down for a status report on the Bay Area’s biggest public transit providers, and see how your local service is being impacted — whether that's\u003cstrong> \u003ca href=\"#muni\">SF Muni\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#bart\">BART\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#actransit\">AC Transit\u003c/a>\u003c/strong>, \u003cstrong>\u003ca href=\"#ferry\">Bay Area ferries\u003c/a>\u003c/strong> or \u003cstrong>\u003ca href=\"#caltrain\">Caltrain\u003c/a>\u003c/strong>.\u003c/p>\n\u003cp>We've also got a look at \u003cstrong>\u003ca href=\"#next\">what could be next\u003c/a>\u003c/strong>.\u003c/p>\n\u003ch3>\u003ca id=\"muni\">\u003c/a>San Francisco Muni\u003c/h3>\n\u003cfigure id=\"attachment_11814785\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814785\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42247_009_KQED_SanFrancisco_Mission_03202020_9551-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A Muni bus stops in front of the nightclub Bruno's, which has a sign that reads, 'Save Lives. Stay Home,' on Mission Street in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni has suspended its cable cars, streetcars and subway and light-rail lines — in addition to canceling service on 70 of 89 bus routes. Now, \u003ca href=\"https://www.sfmta.com/blog/muni-service-changes-starting-june-13\">some service is returning\u003c/a>, with a total of 25 lines running. Tumlin says the current all-bus system is safer because vehicles can operate with windows open, which circulates fresh air and reduces the chance of virus transmission on vehicles. However, he says maintaining 6 feet of social distancing on buses translates into an unsustainable 80% reduction in system capacity that will limit the agency's ability to resume more service.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Our financial reality is that all of our sources of revenue are down by 30 to 100%, and many of those will not be coming back for a long time,” Tumlin said. That means he doesn’t expect Muni will be able to restore all the lines it suspended for up to two years.\u003c/p>\n\u003cp>“This is the financial calamity that’s affecting so many households across the nation, and is also affecting every public agency,” Tumlin said.\u003c/p>\n\u003cp>He said Muni is doing everything it can to make buses safe to ride and to operate. Drivers have protective barriers, wear masks and keep the windows down to increase air circulation. Most buses have rear boarding to facilitate passengers spreading out. The buses are cleaned and sterilized at the end of every shift, about three times a day.\u003c/p>\n\u003cp>“And as far as we know, there are no cases of passengers having contracted COVID-19 on Muni,” Tumlin said. He added that there have been just 14 COVID-19 cases among the agency’s 6,000 employees, and all have recovered. None of those are believed to have contracted the virus in the workplace.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The pandemic has also revealed interesting equity patterns in ridership. Some lines, like those that run along Mission and out to Visitacion Valley have ridership levels almost at pre-pandemic levels. Muni has been adding service in those areas to reduce congestion.\u003c/p>\n\u003cp>“COVID has revealed the geography of essential workers,” Tumlin said.\u003c/p>\n\u003cp>Tumlin also noted that the SFMTA was not allowed to work on any street projects during shelter-in-place, which set the city back in terms of infrastructure to support biking and walking as alternatives to public transportation. However, the agency has closed streets like the Great Highway, Page, Shotwell and Sanchez to traffic — part of the \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets program\u003c/a> — in order to make more safe spaces for residents to get outside and move.\u003c/p>\n\u003cp>“Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,” Tumlin said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our next step is to try and knit those pilot projects together, filling in critical gaps, to allow most San Franciscans on their own steam, to get to work, to get groceries, etc,.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFMTA is considering a massive network of protected bike lanes that could help make many more San Franciscans feel safer getting around by bike, scooter or on foot. He said they are beginning the political process to get approval for such a plan, but noted similar efforts in the past have come up against stiff pushback from citizens that don’t like change.\u003c/p>\n\u003cp>Many people wonder how agencies like Muni and BART will enforce safety protocols like mask-wearing. Tumlin acknowledges this is a delicate matter. Right now, most agencies do not want their frontline workers confronting passengers in order to make them wear masks. Tumlin says Muni drivers have even been assaulted when they tried to shame passengers into wearing masks. And the conversation about mask enforcement comes in the middle of a national reckoning with policing, making the matter even more complex.\u003c/p>\n\u003ch3>\u003ca id=\"bart\">\u003c/a>BART\u003c/h3>\n\u003cfigure id=\"attachment_11806560\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11806560 size-full\" style=\"font-weight: bold; background-color: transparent; color: #767676;\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A mostly empty BART train travels from Oakland to San Francisco on Tuesday, Mar. 10, 2020.\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/03/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A mostly empty BART train travels from Oakland to San Francisco on March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART ridership, which averaged over 400,000 people per weekday in pre-pandemic times, dropped to the low 20,000s in April. It has inched up to about 40,000 now — but that's still 90% of its former level.\u003c/p>\n\u003cp>Because the agency depends heavily on fare dollars for daily operations, BART, too, slashed service on both its weekday and weekend schedules. The system is currently open from 5 a.m. through 9 p.m. weekdays and 8 a.m. to 9 p.m. on Saturday and Sunday. And instead of running trains every 15 minutes on each of its five lines, it cut service to once every 30 minutes, effectively cutting the number of trains it runs by half.\u003c/p>\n\u003cp>The agency, like others, is working hard to persuade riders it is safe to return to the trains. It has a \u003ca href=\"https://images.magnetmail.net/images/clients/BOMAsf/attach/BART_15_StepWelcomeBackFactSheet.pdf\">15-point plan \u003c/a>to ensure the safety of passengers, including things like fogging the trains every night, sanitizing all touch points at the end of every run, using the longest trains possible so riders can spread out and requiring masks. Some “Forum” listeners commented, though, that they haven’t seen much enforcement of the mask requirement.\u003c/p>\n\u003cp>But one sign of recovery: BART responded to increased ridership on its “Yellow” line, from Antioch to San Francisco International Airport, and has added trains in both the morning and afternoon between Pleasant Hill and Daly City. The new trains restore the former 15-minute headways between Pleasant Hill and the West Bay from 5 a.m. to 7:30 a.m. and from 3:40 p.m. to 5:10 p.m. weekdays.\u003c/p>\n\u003ch3>\u003ca id=\"actransit\">\u003c/a>AC Transit\u003c/h3>\n\u003cfigure id=\"attachment_121589\" class=\"wp-caption alignnone\" style=\"max-width: 1536px\">\u003cimg class=\"wp-image-121589 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2013/12/RS7039_AC_Transit_14oct2013_0217_web.jpg\" alt=\"\" width=\"1536\" height=\"1024\">\u003cfigcaption class=\"wp-caption-text\">An AC Transit bus in downtown Oakland. \u003ccite>(Sara Bloomberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit has not suffered quite the ridership loss that Muni has experienced, with patronage falling a maximum of about 83% in April and rebounding to a 72% loss by the end of May. But like Muni, the East Bay operator is running an essentially free service, with riders required to board through rear doors to maintain physical distancing from drivers.\u003c/p>\n\u003cp>AC Transit is running a Sunday schedule on its East Bay lines and is operating just three of its nearly 30 transbay routes — the F from Berkeley and Emeryville, the O from Fruitvale BART and Alameda and the NL from East Oakland. Popular routes like the double-decker J line through Berkeley are sidelined indefinitely.\u003c/p>\n\u003ch3>\u003ca id=\"ferry\">\u003c/a>Ferry Service\u003c/h3>\n\u003cfigure id=\"attachment_11765444\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg class=\"wp-image-11765444 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg\" alt=\"\" width=\"1920\" height=\"1372\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-160x114.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-800x572.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1020x729.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/08/richmondferry190729a-1200x858.jpg 1200w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond ferry terminal at the Craneway Pavilion, July 2019. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many Bay Area residents say the ferries are their favorite mode of public transit, but a 98% to 99% loss in ridership has forced both San Francisco Bay Ferry and Golden Gate Transit to suspend some service and significantly cut runs that continue.\u003c/p>\n\u003cp>But things are starting to turn around. S.F. Bay Ferry has restored some runs on its popular Vallejo-San Francisco route, and it resumed service Monday on its Richmond-San Francisco route with five weekday runs each way.\u003c/p>\n\u003cp>One piece of good news on the ferry front is that more money may be on the way to help facilitate S.F. Bay Ferry’s planned expansion. Regional Measure 3, a 2018 bridge toll increase to raise funds for dozens of regional transportation projects, would provide $300 million for the system. A lawsuit challenging the measure — and blocking release of funds — lost in San Francisco Superior Court and is now on appeal.\u003c/p>\n\u003ch3>\u003ca id=\"caltrain\">\u003c/a>Caltrain\u003c/h3>\n\u003cfigure id=\"attachment_11472079\" class=\"wp-caption alignnone\" style=\"max-width: 1280px\">\u003cimg class=\"size-full wp-image-11472079\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg\" alt=\"\" width=\"1280\" height=\"960\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1.jpg 1280w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-1180x885.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-960x720.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-240x180.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-375x281.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2017/05/82410343_248ff2bc0e_o-1-520x390.jpg 520w\" sizes=\"(max-width: 1280px) 100vw, 1280px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain locomotives at San Francisco's Fourth Street/Townsend station. \u003ccite>(\u003ca href=\"https://flic.kr/p/8hnHZ\" target=\"_blank\">Todd Lappin\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Caltrain is in an even more precarious situation than other local transit agencies because it has no local tax revenue to help fund it.\u003c/p>\n\u003cp>There is discussion of a one-eighth cent sales tax in counties that Caltrain serves on the November ballot, which would help. However, during the pandemic Caltrain cut down to run fewer than 50 trains, about half of normal. Recently they’ve increased service to around 70 trains.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch3>\u003ca id=\"next\">\u003c/a>So... What's Next?\u003c/h3>\n\u003cfigure id=\"attachment_11814270\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg class=\"size-full wp-image-11814270\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The 24th Street BART Station in San Francisco on March 20, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All the local transit agencies are appealing for more federal funds to get them through the next few years. Without it, most agencies won’t be able to afford to return to pre-pandemic levels of service, especially because new cleaning and distancing rules cost money.\u003c/p>\n\u003cp>State Sen. Scott Wiener from San Francisco has \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=201920200SB288\">introduced legislation\u003c/a> that would allow local agencies with readily available funds to use them quickly, sidestepping the often cumbersome and drawn out California Environmental Quality Act process. That bill has only just begun to make its way through the legislative process, and wouldn’t produce change until September or October at the earliest.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bay Area transit agencies have been hit hard by the coronavirus pandemic and resulting stay-at-home orders.\u003c/p>\n\u003cul>\n\u003cli>Muni has eliminated all metro and light-rail service, and suspended service on close to 70 of its 89 bus routes.\u003c/li>\n\u003cli>BART ridership is down 92%.\u003c/li>\n\u003cli>AC Transit is running a Sunday schedule all the time.\u003c/li>\n\u003c/ul>\n\u003cp>As stay-at home orders start to ease up, what do you want to know about how your commute will be impacted? Ask using the form below.\u003c/p>\n\u003cp>We’ll answer your questions on June 1 on \u003ca href=\"https://www.kqed.org/forum\">KQED Forum\u003c/a>, and online at \u003ca href=\"http://kqed.org/\">KQED.org\u003c/a>.\u003c/p>\n\u003cp>\u003cscript async src=\"https://modules.wearehearken.com/kqed/embed/5663.js\">\u003c/script>\u003c/p>\n\u003cp>\u003cem>If our question form doesn’t show up above \u003ca href=\"https://modules.wearehearken.com/kqed/embed/5663/share\">find it here.\u003c/a> \u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transit agencies have been hit hard by the coronavirus pandemic and resulting stay-at-home orders.\u003c/p>\n\u003cul>\n\u003cli>Muni has eliminated all metro and light-rail service, and suspended service on close to 70 of its 89 bus routes.\u003c/li>\n\u003cli>BART ridership is down 92%.\u003c/li>\n\u003cli>AC Transit is running a Sunday schedule all the time.\u003c/li>\n\u003c/ul>\n\u003cp>As stay-at home orders start to ease up, what do you want to know about how your commute will be impacted? Ask using the form below.\u003c/p>\n\u003cp>We’ll answer your questions on June 1 on \u003ca href=\"https://www.kqed.org/forum\">KQED Forum\u003c/a>, and online at \u003ca href=\"http://kqed.org/\">KQED.org\u003c/a>.\u003c/p>\n\u003cp>\u003cscript async src=\"https://modules.wearehearken.com/kqed/embed/5663.js\">\u003c/script>\u003c/p>\n\u003cp>\u003cem>If our question form doesn’t show up above \u003ca href=\"https://modules.wearehearken.com/kqed/embed/5663/share\">find it here.\u003c/a> \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bay Area transit commuters have all but disappeared. BART ridership, for example, is down 94%. The pandemic has crushed the budgets of the Bay Area’s 27 public transit agencies, and now, many agencies have drastically limited or cut their routes.\u003c/p>\n\u003cp>So what’s next for public transportation in the Bay Area?\u003c/p>\n\u003cp>\u003cstrong>Guest\u003c/strong>: \u003ca href=\"https://twitter.com/danbrekke?ref_src=twsrc%5Egoogle%7Ctwcamp%5Eserp%7Ctwgr%5Eauthor\">Dan Brekke\u003c/a>, KQED editor and reporter\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transit commuters have all but disappeared. BART ridership, for example, is down 94%. The pandemic has crushed the budgets of the Bay Area’s 27 public transit agencies, and now, many agencies have drastically limited or cut their routes.\u003c/p>\n\u003cp>So what’s next for public transportation in the Bay Area?\u003c/p>\n\u003cp>\u003cstrong>Guest\u003c/strong>: \u003ca href=\"https://twitter.com/danbrekke?ref_src=twsrc%5Egoogle%7Ctwcamp%5Eserp%7Ctwgr%5Eauthor\">Dan Brekke\u003c/a>, KQED editor and reporter\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Battered by Pandemic, Bay Area Transit Agencies Line Up for 1st Round of Relief Money",
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"content": "\u003cp>Bay Area transit operators have hammered out a proposal to distribute newly available pandemic relief funding, cash intended to help the agencies survive a historic loss of ridership triggered by the coronavirus outbreak and to aid in rebuilding service once the immediate crisis is past.\u003c/p>\n\u003cp>Under a plan unveiled late Thursday, 24 agencies will split the funds to help cover operating losses projected at hundreds of millions of dollars.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\">\u003cimg class=\"alignright size-full wp-image-11812895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\" alt=\"Transit Relief Funds\" width=\"400\" height=\"686\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png 644w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM-160x274.png 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Under a blueprint that will be considered next week by the 21-member Metropolitan Transportation Commission, BART would get $252 million to help pay for ongoing operations. San Francisco's Muni is in line for $197 million, the East Bay's AC Transit would receive $80 million, the Santa Clara Valley Transportation Authority (VTA) $73 million and Caltrain $49 million.\u003c/p>\n\u003cp>The funds come from a $25 billion aid package for transit systems nationwide, approved as part of the federal government's $2.2 trillion Coronavirus Aid, Relief and Economic Security (CARES) Act.\u003c/p>\n\u003cp>Bay Area agencies, which like others around the country have seen ridership and revenue declines of 90% or more since the coronavirus outbreak prompted widespread shelter-at-home orders last month, are in line for a total of $1.3 billion. The first allocation announced Thursday represents about 60% of the available funds; the MTC says the remaining $520 million will be distributed later this year.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said the funds were distributed proportionally based on the losses each agency has sustained so far.\u003c/p>\n\u003cp>\"We used a series of formulas that sought to mirror what the shortfall is for the operators based on what we know so far,\" Rentschler said.\u003c/p>\n\u003cp>Those shortfalls are steep, even as one agency after another slashes service to contain costs.\u003c/p>\n\u003cp>BART, which has suspended service after 9 p.m. and has cut the number of trains it runs the rest of the day in half, said earlier this month it \u003ca href=\"https://www.kqed.org/news/11811507/coronavirus-crisis-has-blown-a-big-hole-in-barts-budget-it-wont-be-fixed-soon\">expects a $173.5 million gap\u003c/a> between its expected and actual revenue through June 30. Agency management will offer a revised estimate next week.\u003c/p>\n\u003cp>San Francisco's Muni, which has suspended its Metro subway, streetcar and cable-car service and now runs buses \u003ca href=\"https://www.kqed.org/news/11810783/as-coronavirus-crisis-deepens-s-f-muni-forced-to-cancel-service-on-most-lines\">on just 17 of its normal 90 routes\u003c/a>, is expected to suffer a revenue decline of between $180 million and $260 million through June 30, according to the California Transit Association.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The organization says Caltrain, which has cut the number of trains it runs by more than half, is experiencing a fall of $2 million a week.\u003c/p>\n\u003cp>The group reports the figure for AC Transit, which has put virtually all of its transbay bus service on hold and is running its entire East Bay bus network on a Sunday schedule, is about $1.3 million a week.\u003c/p>\n\u003cp>Transportation officials say they assume that the recovery from their crash in ridership will be a long process. Some say it could take years to return to pre-pandemic patronage levels.\u003c/p>\n\u003cp>[aside postID=news_11811507 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/04/bart-warmsprings-200212a-1020x727.jpg']In a presentation prepared for next week's meeting of the BART board of directors, for example, the agency's staff says ridership is likely to be affected by a long list of unknowns:\u003c/p>\n\u003cul>\n\u003cli>Whether seniors and others who may be vulnerable to COVID-19 may avoid taking transit\u003c/li>\n\u003cli>To what extent telecommuting will remain common for office workers\u003c/li>\n\u003cli>Whether Bay Area residents will cut the number of non-work, non-essential trips, regardless of the mode of transportation\u003c/li>\n\u003cli>The number of potential riders who will avoid trains too crowded for physical distancing\u003c/li>\n\u003cli>The possibility that a continuing severe recession and high unemployment will reduce work trips and tax revenue\u003c/li>\n\u003c/ul>\n\u003cp>BART's best-case budget scenario presented earlier this month projected that fare income would still be 15% below what the agency was taking in before the crisis.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A new proposal would distribute nearly $800 million in funds designed to help rail, bus and ferry operators to cover losses and get ready to restore service once the coronavirus crisis subsides.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transit operators have hammered out a proposal to distribute newly available pandemic relief funding, cash intended to help the agencies survive a historic loss of ridership triggered by the coronavirus outbreak and to aid in rebuilding service once the immediate crisis is past.\u003c/p>\n\u003cp>Under a plan unveiled late Thursday, 24 agencies will split the funds to help cover operating losses projected at hundreds of millions of dollars.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\">\u003cimg class=\"alignright size-full wp-image-11812895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png\" alt=\"Transit Relief Funds\" width=\"400\" height=\"686\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM.png 644w, https://ww2.kqed.org/app/uploads/sites/10/2020/04/Screen-Shot-2020-04-17-at-1.29.57-PM-160x274.png 160w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Under a blueprint that will be considered next week by the 21-member Metropolitan Transportation Commission, BART would get $252 million to help pay for ongoing operations. San Francisco's Muni is in line for $197 million, the East Bay's AC Transit would receive $80 million, the Santa Clara Valley Transportation Authority (VTA) $73 million and Caltrain $49 million.\u003c/p>\n\u003cp>The funds come from a $25 billion aid package for transit systems nationwide, approved as part of the federal government's $2.2 trillion Coronavirus Aid, Relief and Economic Security (CARES) Act.\u003c/p>\n\u003cp>Bay Area agencies, which like others around the country have seen ridership and revenue declines of 90% or more since the coronavirus outbreak prompted widespread shelter-at-home orders last month, are in line for a total of $1.3 billion. The first allocation announced Thursday represents about 60% of the available funds; the MTC says the remaining $520 million will be distributed later this year.\u003c/p>\n\u003cp>MTC spokesman Randy Rentschler said the funds were distributed proportionally based on the losses each agency has sustained so far.\u003c/p>\n\u003cp>\"We used a series of formulas that sought to mirror what the shortfall is for the operators based on what we know so far,\" Rentschler said.\u003c/p>\n\u003cp>Those shortfalls are steep, even as one agency after another slashes service to contain costs.\u003c/p>\n\u003cp>BART, which has suspended service after 9 p.m. and has cut the number of trains it runs the rest of the day in half, said earlier this month it \u003ca href=\"https://www.kqed.org/news/11811507/coronavirus-crisis-has-blown-a-big-hole-in-barts-budget-it-wont-be-fixed-soon\">expects a $173.5 million gap\u003c/a> between its expected and actual revenue through June 30. Agency management will offer a revised estimate next week.\u003c/p>\n\u003cp>San Francisco's Muni, which has suspended its Metro subway, streetcar and cable-car service and now runs buses \u003ca href=\"https://www.kqed.org/news/11810783/as-coronavirus-crisis-deepens-s-f-muni-forced-to-cancel-service-on-most-lines\">on just 17 of its normal 90 routes\u003c/a>, is expected to suffer a revenue decline of between $180 million and $260 million through June 30, according to the California Transit Association.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The organization says Caltrain, which has cut the number of trains it runs by more than half, is experiencing a fall of $2 million a week.\u003c/p>\n\u003cp>The group reports the figure for AC Transit, which has put virtually all of its transbay bus service on hold and is running its entire East Bay bus network on a Sunday schedule, is about $1.3 million a week.\u003c/p>\n\u003cp>Transportation officials say they assume that the recovery from their crash in ridership will be a long process. Some say it could take years to return to pre-pandemic patronage levels.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a presentation prepared for next week's meeting of the BART board of directors, for example, the agency's staff says ridership is likely to be affected by a long list of unknowns:\u003c/p>\n\u003cul>\n\u003cli>Whether seniors and others who may be vulnerable to COVID-19 may avoid taking transit\u003c/li>\n\u003cli>To what extent telecommuting will remain common for office workers\u003c/li>\n\u003cli>Whether Bay Area residents will cut the number of non-work, non-essential trips, regardless of the mode of transportation\u003c/li>\n\u003cli>The number of potential riders who will avoid trains too crowded for physical distancing\u003c/li>\n\u003cli>The possibility that a continuing severe recession and high unemployment will reduce work trips and tax revenue\u003c/li>\n\u003c/ul>\n\u003cp>BART's best-case budget scenario presented earlier this month projected that fare income would still be 15% below what the agency was taking in before the crisis.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART directors are about to get a close look at the ugly fiscal realities facing the agency due to the coronavirus crisis — including the likelihood of hundreds of millions of dollars in revenue shortfalls and a long, slow process of regaining lost ridership.\u003c/p>\n\u003cp>During the board's Thursday meeting, the transit agency's managers plan to present a stark picture of what the district faces over the next 15 months and beyond: a $173.5 million gap between revenue and operating expenses through the end of the current fiscal year, which ends June 30, and a best-case scenario for the next budget year in which the agency suffers a further $258 million operating deficit.\u003c/p>\n\u003cp>That yawning budget gap, like those confronting virtually every other transit agency in the region, is due mostly to the abrupt \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225\" target=\"_blank\" rel=\"noopener noreferrer\">collapse of ridership\u003c/a> after Bay Area residents were ordered to begin sheltering at home last month when the coronavirus outbreak took hold. On Monday, BART recorded just 24,909 paid exits from its stations, down 94% from the average non-holiday Monday in February.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Bob Powers, BART general manager\"]'Everything is on the table right now. These are uncharted waters for everybody, whether it's a transit agency, a local government or a state government.'[/pullquote]\u003c/p>\n\u003cp>That collapse is especially acute for BART, which gets more than half its operating funds from fares. The second-biggest source of revenue, a half-cent sales tax in Alameda, Contra and San Francisco counties, is also expected to take a big hit with much of the region's economy at a standstill.\u003c/p>\n\u003cp>In an interview Wednesday, BART General Manager Bob Powers ran down a list of steps the agency has already taken to try to trim costs. It has slashed service, put a virtual freeze on overtime and hiring, prohibited staff travel and shifted hundreds of employees from operations to already-budgeted capital projects like refurbishing stations.\u003c/p>\n\u003cp>\"We are trying to do what we can to manage on the cost side,\" Powers said.\u003c/p>\n\u003cp>But since the district's fiscal 2020-21 budget must be balanced, it's likely further steps will be needed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Powers said the current service cuts — the system now closes at 9 p.m. each night instead of midnight, and on Wednesday, BART reduced train frequency on its five lines from every 15 minutes to every 30 minutes — will probably be extended into the new fiscal year starting July 1.\u003c/p>\n\u003cp>Beyond the overtime restrictions and other belt-tightening that's already taken place, Powers is presenting the board with what he called \"a drop-down menu\" of other actions to consider.\u003c/p>\n\u003cp>BART could put off some capital projects over the next 15 months and delay or eliminate pay raises for non-union employees that are scheduled to take effect in July. It could negotiate with BART labor unions to defer coming wage increases and continue the current hiring freeze while cutting vacant positions.\u003c/p>\n\u003cp>\"Everything is on the table right now,\" Powers said. \"These are uncharted waters for everybody, whether it's a transit agency, a local government or a state government.\"\u003c/p>\n\u003cp>[aside label='Coronavirus Coverage' tag='coronavirus']But looking ahead to the day when shelter-at-home orders will be lifted and the region goes back to work, Powers says he hopes to keep BART's service and workforce intact.\u003c/p>\n\u003cp>\"When the restrictions start to be lifted and the medical professionals give us direction on how and when that goes in, I want BART to be ready to help this region recover,\" he said.\u003c/p>\n\u003cp>The region's transit operators are depending on the Bay Area's share of a $25 billion federal relief package to get through the pandemic without having to gut service or lay off large numbers of workers.\u003c/p>\n\u003cp>The region is due to get $1.3 billion from the emergency funds. It's not clear yet exactly how that money, to be disbursed by the Metropolitan Transportation Commission, will be divided among agencies.\u003c/p>\n\u003cp>Powers said the bottom-line financial damage each system has suffered will be one major factor in determining who gets what.\u003c/p>\n\u003cp>Jeffrey Tumlin, head of the San Francisco Municipal Transportation Agency, which runs Muni, suggested earlier this week that agencies' importance to underserved communities should also be considered.\u003c/p>\n\u003cp>\"The conversations are going to be interesting, especially conversations about to what degree do we look at equity across who rides transit versus equality across how many dollars are lost for each agency,\" Tumlin said.\u003c/p>\n\u003cp>The 21-member commission, made up of elected officials or their appointees from all nine Bay Area counties, is expected to consider the funding question at its next meeting, April 22.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART directors are about to get a close look at the ugly fiscal realities facing the agency due to the coronavirus crisis — including the likelihood of hundreds of millions of dollars in revenue shortfalls and a long, slow process of regaining lost ridership.\u003c/p>\n\u003cp>During the board's Thursday meeting, the transit agency's managers plan to present a stark picture of what the district faces over the next 15 months and beyond: a $173.5 million gap between revenue and operating expenses through the end of the current fiscal year, which ends June 30, and a best-case scenario for the next budget year in which the agency suffers a further $258 million operating deficit.\u003c/p>\n\u003cp>That yawning budget gap, like those confronting virtually every other transit agency in the region, is due mostly to the abrupt \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225\" target=\"_blank\" rel=\"noopener noreferrer\">collapse of ridership\u003c/a> after Bay Area residents were ordered to begin sheltering at home last month when the coronavirus outbreak took hold. On Monday, BART recorded just 24,909 paid exits from its stations, down 94% from the average non-holiday Monday in February.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That collapse is especially acute for BART, which gets more than half its operating funds from fares. The second-biggest source of revenue, a half-cent sales tax in Alameda, Contra and San Francisco counties, is also expected to take a big hit with much of the region's economy at a standstill.\u003c/p>\n\u003cp>In an interview Wednesday, BART General Manager Bob Powers ran down a list of steps the agency has already taken to try to trim costs. It has slashed service, put a virtual freeze on overtime and hiring, prohibited staff travel and shifted hundreds of employees from operations to already-budgeted capital projects like refurbishing stations.\u003c/p>\n\u003cp>\"We are trying to do what we can to manage on the cost side,\" Powers said.\u003c/p>\n\u003cp>But since the district's fiscal 2020-21 budget must be balanced, it's likely further steps will be needed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Powers said the current service cuts — the system now closes at 9 p.m. each night instead of midnight, and on Wednesday, BART reduced train frequency on its five lines from every 15 minutes to every 30 minutes — will probably be extended into the new fiscal year starting July 1.\u003c/p>\n\u003cp>Beyond the overtime restrictions and other belt-tightening that's already taken place, Powers is presenting the board with what he called \"a drop-down menu\" of other actions to consider.\u003c/p>\n\u003cp>BART could put off some capital projects over the next 15 months and delay or eliminate pay raises for non-union employees that are scheduled to take effect in July. It could negotiate with BART labor unions to defer coming wage increases and continue the current hiring freeze while cutting vacant positions.\u003c/p>\n\u003cp>\"Everything is on the table right now,\" Powers said. \"These are uncharted waters for everybody, whether it's a transit agency, a local government or a state government.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But looking ahead to the day when shelter-at-home orders will be lifted and the region goes back to work, Powers says he hopes to keep BART's service and workforce intact.\u003c/p>\n\u003cp>\"When the restrictions start to be lifted and the medical professionals give us direction on how and when that goes in, I want BART to be ready to help this region recover,\" he said.\u003c/p>\n\u003cp>The region's transit operators are depending on the Bay Area's share of a $25 billion federal relief package to get through the pandemic without having to gut service or lay off large numbers of workers.\u003c/p>\n\u003cp>The region is due to get $1.3 billion from the emergency funds. It's not clear yet exactly how that money, to be disbursed by the Metropolitan Transportation Commission, will be divided among agencies.\u003c/p>\n\u003cp>Powers said the bottom-line financial damage each system has suffered will be one major factor in determining who gets what.\u003c/p>\n\u003cp>Jeffrey Tumlin, head of the San Francisco Municipal Transportation Agency, which runs Muni, suggested earlier this week that agencies' importance to underserved communities should also be considered.\u003c/p>\n\u003cp>\"The conversations are going to be interesting, especially conversations about to what degree do we look at equity across who rides transit versus equality across how many dollars are lost for each agency,\" Tumlin said.\u003c/p>\n\u003cp>The 21-member commission, made up of elected officials or their appointees from all nine Bay Area counties, is expected to consider the funding question at its next meeting, April 22.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"disqusTitle": "Bay Area Transit: What's Running, What's Not During Regional 'Shelter in Place' Order",
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"content": "\u003cp>Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus.\u003c/p>\n\u003cp>The major exceptions to that \"more or less normal\" rule: San Francisco Bay Ferry and Golden Gate Transit, both of which announced major service cuts in the wake of the shelter in place announcement Monday. (See details below.)\u003c/p>\n\u003cp>\u003ca href=\"https://assets.documentcloud.org/documents/6811378/Health-Officer-Order-Shelter-in-Place-20200316.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">The order\u003c/a> takes effect at 12:01 a.m. Tuesday and lasts through April 7. It designates public transit as an essential service that will continue to operate.\u003c/p>\n\u003cp>The directive — covering Alameda, Contra Costa, Marin, San Francisco, San Mateo and Santa Clara counties as well as the city of Berkeley — also allows taxis and ride-hailing services Lyft and Uber to continue operations during the three-week stay-at-home period.\u003c/p>\n\u003cp>Here’s a breakdown of major transit agency plans:\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> The rapid transit agency will continue to operate normal service. That service will include trains long enough to allow passengers to observe \"social distancing\" guidelines and stay at least 6 feet from fellow riders. BART has experienced a costly plunge in ridership, which is down by as much as 50% on weekdays and 61% on weekends. More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Most Bay Area transit agencies say they will continue to operate on more or less normal schedules despite the “shelter in place” order health official have imposed on most of the region in an attempt to limit the spread of novel coronavirus.\u003c/p>\n\u003cp>The major exceptions to that \"more or less normal\" rule: San Francisco Bay Ferry and Golden Gate Transit, both of which announced major service cuts in the wake of the shelter in place announcement Monday. (See details below.)\u003c/p>\n\u003cp>\u003ca href=\"https://assets.documentcloud.org/documents/6811378/Health-Officer-Order-Shelter-in-Place-20200316.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">The order\u003c/a> takes effect at 12:01 a.m. Tuesday and lasts through April 7. It designates public transit as an essential service that will continue to operate.\u003c/p>\n\u003cp>The directive — covering Alameda, Contra Costa, Marin, San Francisco, San Mateo and Santa Clara counties as well as the city of Berkeley — also allows taxis and ride-hailing services Lyft and Uber to continue operations during the three-week stay-at-home period.\u003c/p>\n\u003cp>Here’s a breakdown of major transit agency plans:\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>BART:\u003c/strong> The rapid transit agency will continue to operate normal service. That service will include trains long enough to allow passengers to observe \"social distancing\" guidelines and stay at least 6 feet from fellow riders. BART has experienced a costly plunge in ridership, which is down by as much as 50% on weekdays and 61% on weekends. More information: \u003ca href=\"https://www.bart.gov/news/articles/2020/news20200225#Shelter%20in%20place\" target=\"_blank\" rel=\"noopener noreferrer\">BART continues regular service during shelter in place\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Muni:\u003c/strong> The Bay Area's busiest transit agency is suspending express bus lines running to the city's largely deserted Financial District. The following lines will not run Tuesday:\u003cbr>\n1AX/BX, 7X, 14X, 30X, 31AX/BX, 38AX/BX, 41, 81X, 82X, 83X, 88, 714, NX.\u003c/p>\n\u003cp>Jeffrey Tumlin, the city's director of transportation, said at a Monday evening press briefing the changes were designed \"to reallocate service to our neighborhood lines and lines that serve our critical health care facilities so that our passengers can maintain social distancing while on the bus.\"\u003c/p>\n\u003cp>Muni is also shutting down its cable cars and E- and F-line streetcars and replacing them with bus shuttles. Tumlin said those changes are being made to insure that Muni operators can remain in partitioned cabs, with minimal exposure to passengers. More information: \u003ca href=\"https://www.sfmta.com/projects/covid-19-developments-response\" target=\"_blank\" rel=\"noopener noreferrer\">COVID 19 Developments and Response.\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>AC Transit:\u003c/strong> Bus agency has suspended supplemental bus service for schools throughout the East Bay. District spokesman Robert Lyles said Monday afternoon that AC Transit will continue to run its normal transbay and local bus service \"until further notice.\u003c/p>\n\u003cp>\u003cstrong>Caltrain:\u003c/strong> Peninsula/South Bay rail agency is suspending its Baby Bullet express service between San Jose’s Diridon Station and the 4th and Townsend station in San Francisco. But Caltrain says it will continue to run its 55 local and limited trains— runs that take 25 to 35 minutes longer than the Baby Bullets to make the trip from San Jose to San Francisco. More information: \u003ca href=\"http://www.caltrain.com/about/MediaRelations/news/Transit_District_Statement__Novel_Coronavirus__COVID-19__6595.html\" target=\"_blank\" rel=\"noopener noreferrer\">Caltrain statement\u003c/a> and \u003ca href=\"http://www.caltrain.com/schedules/weekdaytimetable/Upcoming_Reduced_Schedule_March_17__2020.html\" target=\"_blank\" rel=\"noopener noreferrer\">new schedule effective March 17\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Golden Gate Transit:\u003c/strong> Marin County agency will reduce bus and ferry service between Marin County and San Francisco beginning Tuesday. Details here: \u003ca href=\"https://www.goldengate.org/golden-gate-bus--ferry-services-adjusted-during-coronavirus-pandemic/\" target=\"_blank\" rel=\"noopener noreferrer\">Golden Gate Transit Service Adjustments\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>San Francisco Bay Ferry:\u003c/strong> The Water Emergency Transportation Agency is \u003ca href=\"https://sanfranciscobayferry.com/sites/sfbf/files/uploads/PR%20Reduced%20Service%20200316%20FINAL.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">slashing service\u003c/a> starting Tuesday, suspending trips to Harbor Bay, Richmond, South San Francisco and San Francisco's Pier 41 and cutting several runs on its service between the San Francisco Ferry Building and Oakland/Alameda Main Street and Vallejo. The agency also canceled all weekend service. See \u003ca href=\"https://sanfranciscobayferry.com/news/shelter\" target=\"_blank\" rel=\"noopener noreferrer\">the revised schedule\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency says it will continue running normal weekday service on a non-school-day basis (buses will skip stops marked \"school days only\" on schedules). More information: \u003ca href=\"http://www.samtrans.com/about/MediaRelations/news/SamTrans_to_Maintain_Service_During_Shelter_In_Place_Public_Health_Order.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans to Maintain Service During Shelter in Place Public Health Order\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Santa Clara Valley Transportation Authority:\u003c/strong> VTA has suspended school service and shortened some of its light-rail runs from three-car trains to two- or one-car trains. Bus service continues on a normal basis, \u003ca href=\"https://www.vta.org/blog/vta-service-updates\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a>, pending an ongoing review of ridership data.\u003c/p>\n\u003cp>\u003cstrong>SMART\u003c/strong>: The Sonoma-Marin Area Rail Transportation Agency \u003ca href=\"https://www.sonomamarintrain.org/node/383\" target=\"_blank\" rel=\"noopener noreferrer\">has canceled\u003c/a> weekend service through April 5 but will continue with its normal weekday schedule \"at this time.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>WestCAT:\u003c/strong> Transit agency for western Contra Costa County has suspended school service but \u003ca href=\"https://www.westcat.org/\" target=\"_blank\" rel=\"noopener noreferrer\">is continuing\u003c/a> normal commute service.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Coronavirus Has Yet to Disrupt BART Ridership",
"headTitle": "Coronavirus Has Yet to Disrupt BART Ridership | KQED",
"content": "\u003cp>Top BART and Muni officials say they are preparing for the potential spread of the novel coronavirus in the Bay Area and are engaged in regular meetings with public health officials, who are advising them against making operational changes just yet.\u003c/p>\n\u003cp>Meanwhile, Oakland-based AC Transit, which serves the East Bay, including Alameda and Contra Costa counties, has “activated enhanced cleaning precautions” for commonly touched surfaces on its buses, and it’s got the \u003ca href=\"https://twitter.com/ACTransitMedia\" target=\"_blank\" rel=\"noopener noreferrer\">Twitter photos\u003c/a> to prove it.\u003c/p>\n\u003cp>https://twitter.com/ACTransitMedia/status/1234570653891616768?s=20\u003c/p>\n\u003cp>Muni buses and trains are cleaned every night with products including disinfectant wipes and \u003ca href=\"https://www.unitedlabsinc.com/content/pdf/label/282label.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">sprays\u003c/a>\u003cem>, \u003c/em>“along with bleach when necessary,” said Kristen Holland, a spokeswoman for San Francisco’s transit agency, in an email.\u003c/p>\n\u003cp>“We are closely monitoring developments in response to the declaration of a local emergency in San Francisco,” Holland said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For now, BART officials say they are continuing business-as-usual cleaning of hand-holding straps and poles with disinfectant wipes and providing masks and hand sanitizers for employees.\u003c/p>\n\u003cp>At least for now, the rise in confirmed cases in California has not impacted BART ridership, which was actually higher last week than the previous, the agency says.\u003c/p>\n\u003cp>Holland said Muni’s ridership numbers are steady compared to the same time last year, but the agency won’t attribute any change in ridership due to a specific event. “There are many factors that can influence daily use,” she said.\u003c/p>\n\u003cp>Jeff Lau, BART’s chief safety officer, and Robert Powers, its general manager, \u003ca href=\"https://www.bart.gov/about/bod/multimedia\" target=\"_blank\" rel=\"noopener noreferrer\">briefed\u003c/a> the agency’s board last week on the measures they are taking to prevent the spread of the virus with protective products.\u003c/p>\n\u003cp>Lau said the agency has stockpiled disinfectant spray. “If we have a confirmed case in the service area, we will roll out that application to spray disinfectant in the cars,” he said.\u003c/p>\n\u003cp>Riding public transit in the Bay Area and concerned about the novel coronavirus?\u003c/p>\n\u003cp>Cover your mouth when coughing or sneezing; and, if you are feeling sick, consider staying home. If you can’t stay home, wearing a mask can protect other riders, says Art Reingold, division head of epidemiology at UC Berkeley’s public health school.\u003c/p>\n\u003cp>“Hand-washing is an important tool in preventing infection with the coronavirus,” Reingold said. “On a BART car or on public transit, you are likely to end up holding onto a pole or a strap. Hand-washing with soap and water is great and trying not to put your hands to your face is helpful.”\u003c/p>\n\u003cp>“These are the messages that public health [experts] have been pounding away at for the past couple weeks, and they are all still true,” he added.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Muni buses and trains are cleaned every night with products including disinfectant wipes and \u003ca href=\"https://www.unitedlabsinc.com/content/pdf/label/282label.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">sprays\u003c/a>\u003cem>, \u003c/em>“along with bleach when necessary,” said Kristen Holland, a spokeswoman for San Francisco’s transit agency, in an email.\u003c/p>\n\u003cp>“We are closely monitoring developments in response to the declaration of a local emergency in San Francisco,” Holland said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For now, BART officials say they are continuing business-as-usual cleaning of hand-holding straps and poles with disinfectant wipes and providing masks and hand sanitizers for employees.\u003c/p>\n\u003cp>At least for now, the rise in confirmed cases in California has not impacted BART ridership, which was actually higher last week than the previous, the agency says.\u003c/p>\n\u003cp>Holland said Muni’s ridership numbers are steady compared to the same time last year, but the agency won’t attribute any change in ridership due to a specific event. “There are many factors that can influence daily use,” she said.\u003c/p>\n\u003cp>Jeff Lau, BART’s chief safety officer, and Robert Powers, its general manager, \u003ca href=\"https://www.bart.gov/about/bod/multimedia\" target=\"_blank\" rel=\"noopener noreferrer\">briefed\u003c/a> the agency’s board last week on the measures they are taking to prevent the spread of the virus with protective products.\u003c/p>\n\u003cp>Lau said the agency has stockpiled disinfectant spray. “If we have a confirmed case in the service area, we will roll out that application to spray disinfectant in the cars,” he said.\u003c/p>\n\u003cp>Riding public transit in the Bay Area and concerned about the novel coronavirus?\u003c/p>\n\u003cp>Cover your mouth when coughing or sneezing; and, if you are feeling sick, consider staying home. If you can’t stay home, wearing a mask can protect other riders, says Art Reingold, division head of epidemiology at UC Berkeley’s public health school.\u003c/p>\n\u003cp>“Hand-washing is an important tool in preventing infection with the coronavirus,” Reingold said. “On a BART car or on public transit, you are likely to end up holding onto a pole or a strap. Hand-washing with soap and water is great and trying not to put your hands to your face is helpful.”\u003c/p>\n\u003cp>“These are the messages that public health [experts] have been pounding away at for the past couple weeks, and they are all still true,” he added.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>[aside postID='news_11761887,news_11688225,news_11682614' label='Related Coverage']Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The man accused of stabbing a young woman to death and injuring her sister on a BART platform in Oakland testified for the first time in his trial Tuesday, saying he believed the women were aliens and part of a gang that had kidnapped his grandmother.\u003c/p>\n\u003cp>“I stabbed both of the females in the crew because I believed they would not give my grandmother back,” John Lee Cowell, 29, said from the witness stand in an Oakland courtroom packed with friends and family of the victims.\u003c/p>\n\u003cp>Cowell has pleaded not guilty by reason of insanity in the 2018 killing of 18-year-old Nia Wilson and the stabbing of her sister, Letifah Wilson, who was seriously injured.\u003c/p>\n\u003cp>He is charged with one count of murder and one count of attempted murder for the double stabbing.\u003c/p>\n\u003cp>During his testimony Tuesday, Cowell noted his history of mental illness and said he heard voices in his head, but couldn't remember what those voices told him.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>His attorney, Christina Moore, has maintained that Cowell suffers from schizophrenia, and that the killing was a \"rash act\" fueled by psychosis. Cowell on Tuesday said he has also been treated for schizoaffective disorder, depression and bipolar disorder, and repeatedly hospitalized for mental health issues. Just three months before the attack, he was released from a maximum security psychiatric facility.\u003c/p>\n\u003cp>Despite that, a \u003ca href=\"https://www.kqed.org/news/11761887/man-charged-with-killing-nia-wilson-on-oakland-bart-platform-declared-fit-for-trial\" target=\"_blank\" rel=\"noopener noreferrer\">judge in 2019 ruled\u003c/a> that he was mentally competent to stand trial.\u003c/p>\n\u003cp>Just before the fatal stabbing on July 22, 2018, Cowell rode the train from Concord to the MacArthur station in Oakland along with Nia Wilson and two of her sisters.\u003c/p>\n\u003cp>During direct examination, Cowell, who was removed from the courtroom last week after repeated outbursts, spoke about a radio in his head and said the three women were \"pointing to other passengers while staring at me.\"\u003c/p>\n\u003cp>He added that he felt \"threatened by three black females. They were together ... threatening to assault my grandmother.\"\u003c/p>\n\u003cp>Surveillance footage of the entire 25-minute ride shows no interaction between Cowell or any of the sisters. Police said Cowell pulled a hood over his head and put on sunglasses just before the attack, which occurred on the platform as the women attempted to transfer trains. Cowell later reportedly discarded his backpack and clothing in the station’s parking lot. He was taken into custody a day later at BART’s Pleasant Hill Station.\u003c/p>\n\u003cp>Police and prosecutors said the knife attack was unprovoked, while friends and family members of Nia Wilson have said they believe the attack was motivated by the women’s race. The Wilson sisters are black, and Cowell is white.\u003c/p>\n\u003cp>Cowell testified that about a week before the train ride with the Wilson sisters, he had been punched in the face by a black female.\u003c/p>\n\u003cp>Suggesting the possibility of a hate crime, Alameda County Deputy District Attorney Butch Ford pounced on Cowell’s mention of the sisters’ race, specifically asking the defendant if he stabbed the women because they were black.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ford asked if it was true that Cowell attempted to pick a fight with another black female on a bus just after the stabbing.\u003c/p>\n\u003cp>Reading from what he said was a transcript of footage from the bus ride, Ford asked Cowell if he had asked the woman, \"You’re trying to throw something on me, you little n—?”\u003c/p>\n\u003cp>Several people in the spectator gallery gasped at the racial slur. Cowell's attorney, Christina Moore, objected, saying the statement was never introduced into evidence and was inaccurate.\u003c/p>\n\u003cp>\"That’s being fabricated by Mr. Ford,\" Moore said, before calling for a sidebar with Ford and Judge Allan Hymer.\u003c/p>\n\u003cp>On Monday, Nia Wilson’s sisters, Tashiya and Letifah, recalled the horrific moments after the stabbing as their little sister bled out on the train platform.\u003c/p>\n\u003cp>\"I looked at her like, 'What’s going on?'\" Tashiya Wilson, 22, told the courtroom through tears, adding that Nia was clutching her neck. “I just see blood on her hands.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Kate Wolffe contributed reporting.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>This week Bay Curious host Olivia Allen-Price sat down with transit editor Dan Brekke to answer some audience questions about BART. Here goes!\u003c/p>\n\u003cp>\u003cstrong>How did they build the underwater tunnels for BART? \u003c/strong>\u003cem>Submitted by Briana\u003c/em>\u003c/p>\n\u003cp>Dan Brekke: So this is one of the great epics of the BART construction story.\u003c/p>\n\u003cp>It took about seven years, starting in 1959, to study the route and design the construction system for what we now call the Transbay Tube. The structure was built in sections — 57 in all, varying in length, but averaging about 335 feet. Contractors built the sections at a pier in San Francisco. When they were done with all that work, which included lining the tube section with concrete, they would tow it into the bay and then they would lower it, sealed at both ends, down to its location. Divers would join the sections of tube together one at a time; they were being welded together and bolted. The tube rests in a shallow trench that had been dug before the sections were brought out.\u003c/p>\n\u003cp>It took about three years of actual construction to get that all that in place after construction started in 1966 and another several years to do all the other electrical and finishing work. That’s the tube we have today.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The other aspect I find fascinating is that you’re actually going down pretty steeply on both sides of the bay when you’re in the tube. When you start on the Oakland side you’re above ground, say 50 feet, and then you you plunge under the bay, 130 feet below the surface. Then you have to come up on the San Francisco side to connect to the tunnel at Embarcadero — though you’re still about 100 below ground level at that point.\u003c/p>\n\u003cp>The experience as a passenger is that passage is pretty flat. You kind of feel like you’re just going straight across. But there are a couple places where you change elevation pretty significantly under the water.\u003c/p>\n\u003cp>\u003cstrong>In its nearly 50 years of existence, why has BART taken so long to extend into Santa Clara County? And only normally protruded into San Mateo County and never expanded into any of the North Bay counties? \u003c/strong>\u003cem>Submitted by Mark\u003c/em>\u003c/p>\n\u003cp>DB: The simple answer is that most Bay Area counties had the choice of opting into BART in the early ’60s, and some opted out, including Santa Clara and San Mateo.\u003c/p>\n\u003cp>There was some talk about going up to the North Bay, specifically Marin. There were engineering studies that showed it was feasible to go to put track below the roadway on the Golden Gate Bridge. Three engineering studies found that was fine, and one sponsored by the Golden Gate Bridge District did not support that idea. However, when San Mateo County opted out, the backers of BART no longer thought that the Marin idea would be feasible. On top of that, the Golden Gate Bridge District never really liked the idea because back then BART would have been competition for the service they were offering.\u003c/p>\n\u003cp>So BART has only gone into Santa Clara and San Mateo in relatively recent history — the 1990s in San Mateo County’s case, and soon in Santa Clara County, where the first extension there, to San Jose’s Berryessa neighborhood, is expected to finally open late this spring. That’s because people in those counties reconsidered and passed taxes that allowed BART to expand there.\u003c/p>\n\u003cp>\u003cstrong>Why are there news kiosks in the BART station that are closed? Why doesn’t BART let people run these news kiosks and what are their history? \u003c/strong>\u003cem>Submitted by Brad Meyer\u003c/em>\u003c/p>\n\u003cp>DB: Those were created for the San Francisco newspapers. It was really just the Chronicle and Examiner. It wasn’t like an old-fashioned newsstand like you might see outside of a subway station in New York or Chicago (or on the platforms of some stations in those cities). But guess what? Newspaper street sales, which used to be a big thing, have dried up because of this digital medium we’re using right now. Street vendors and newspaper boxes are a thing of the past. I think that the final nail in the coffin for the kiosks was the introduction of smartphones, because now people are carrying the news with them. Some of the kiosks are still there. but many have been removed.\u003c/p>\n\u003cp>There is a pretty good story connected to the old kiosks, though, where somebody discovered that at a couple of the stations (Montgomery Street is one of them) that there is a very odd acoustic effect. If you go to the place where the kiosk used to be and talk in a normal voice, there is an echo effect. And it was enough of a thing that I know that some local reporters went down there to demonstrate it.\u003c/p>\n\u003cp>\u003cstrong>At the West Oakland BART Station there are ads right next to the third rail. How on earth do they change those out without getting electrocuted? \u003c/strong>\u003cem>Submitted by Jay Quigley\u003c/em>\u003c/p>\n\u003cp>DB: The third rail is something you don’t want to touch under any circumstances. It’s very high voltage and coming into contact with it could mean instant death, or at least extremely serious injury.\u003c/p>\n\u003cp>BART is shut down for a part of every day. Trains stop running around 1 a.m. and then there is a window of time between 1 and 4 a.m. when a lot of maintenance takes place. So in the case of working on these ads, BART does that during that overnight closure and shuts down the third rail.\u003c/p>\n\u003cp>I was told by Jim Allison at BART that they call it “laying down a blanket,” as if you’re covering the rail with a blanket to make it safe. They’re not physically doing that, of course. Once the rail is de-energized, then the crews can work safely there.\u003c/p>\n\u003cp>\u003cstrong>Why does it seem like the escalators are constantly broken? \u003c/strong>\u003cem>Submitted by Dan\u003c/em>\u003c/p>\n\u003cp>DB: There are a variety of reasons that escalators fail. Some are exposed to weather. Some are exposed to abuse of various kinds. There were some escalators that were being used, essentially, as restrooms. Lots of garbage winds up dropped on certain escalators at some stations. The other thing is that they get a \u003cem>lot\u003c/em> of use, lots of wear and tear.\u003c/p>\n\u003cp>But many of the escalators at this point are also very old. That makes them harder to maintain and also creates a problem few people were thinking about when BART was new. In one case, the original manufacturer of many of the escalators in San Francisco’s downtown stations, and some others, has gone out of business. To do simple maintenance, BART has to go out and hunt for spare parts. And if things break down altogether and they have a serious mechanical failure, they have to find somebody to \u003cem>make\u003c/em> some of these major parts.\u003c/p>\n\u003cp>At San Francisco’s 16th Street/Mission Station a few years ago, which is one of the places that had these old escalators made by a defunct company, they put up a sign: “This unit will be out of service until …” and then there was a blank space. It was out of service so long that somebody came along and wrote “the rapture” in that blank space.\u003c/p>\n\u003cp>I started to \u003ca href=\"https://www.kqed.org/news/10969699/at-barts-16th-mission-station-the-rapture-is-nigh\" target=\"_blank\" rel=\"noopener noreferrer\">track how long\u003c/a> it was taking to get that escalator up and running, and it was out of service more than six months. It turned out that BART actually had to find somebody to make a part called a bull gear pillar block.\u003c/p>\n\u003cp>Looking ahead, a lot of these escalators are getting completely rebuilt. They’re not just getting overhauled — brand new escalators are being installed. It’s an expensive project and will be going on for years. BART just announced that it’s going to build protective canopies over all the escalators that have been open to the sky, so that they’ll at least be protected from the weather if not from other forms of abuse.\u003c/p>\n\u003cp>\u003cstrong>Why does BART announce elevator status all the time? \u003c/strong>\u003cem>Submitted by Eric\u003c/em>\u003c/p>\n\u003cp>DB: There is a large part of BART’s ridership that depends on elevators to get through the stations.\u003c/p>\n\u003cp>On one level, it’s just a courtesy announcement, but on another level, it’s sort of a crucial announcement for people who have no other way of accessing a BART station than using these elevators.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>We have the Americans with Disabilities Act, the ADA, and this is part of the agency’s responsibility under the ADA to give people, at the very least, a heads up. But anybody will tell you actually having the elevators running is better.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This week Bay Curious host Olivia Allen-Price sat down with transit editor Dan Brekke to answer some audience questions about BART. Here goes!\u003c/p>\n\u003cp>\u003cstrong>How did they build the underwater tunnels for BART? \u003c/strong>\u003cem>Submitted by Briana\u003c/em>\u003c/p>\n\u003cp>Dan Brekke: So this is one of the great epics of the BART construction story.\u003c/p>\n\u003cp>It took about seven years, starting in 1959, to study the route and design the construction system for what we now call the Transbay Tube. The structure was built in sections — 57 in all, varying in length, but averaging about 335 feet. Contractors built the sections at a pier in San Francisco. When they were done with all that work, which included lining the tube section with concrete, they would tow it into the bay and then they would lower it, sealed at both ends, down to its location. Divers would join the sections of tube together one at a time; they were being welded together and bolted. The tube rests in a shallow trench that had been dug before the sections were brought out.\u003c/p>\n\u003cp>It took about three years of actual construction to get that all that in place after construction started in 1966 and another several years to do all the other electrical and finishing work. That’s the tube we have today.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The other aspect I find fascinating is that you’re actually going down pretty steeply on both sides of the bay when you’re in the tube. When you start on the Oakland side you’re above ground, say 50 feet, and then you you plunge under the bay, 130 feet below the surface. Then you have to come up on the San Francisco side to connect to the tunnel at Embarcadero — though you’re still about 100 below ground level at that point.\u003c/p>\n\u003cp>The experience as a passenger is that passage is pretty flat. You kind of feel like you’re just going straight across. But there are a couple places where you change elevation pretty significantly under the water.\u003c/p>\n\u003cp>\u003cstrong>In its nearly 50 years of existence, why has BART taken so long to extend into Santa Clara County? And only normally protruded into San Mateo County and never expanded into any of the North Bay counties? \u003c/strong>\u003cem>Submitted by Mark\u003c/em>\u003c/p>\n\u003cp>DB: The simple answer is that most Bay Area counties had the choice of opting into BART in the early ’60s, and some opted out, including Santa Clara and San Mateo.\u003c/p>\n\u003cp>There was some talk about going up to the North Bay, specifically Marin. There were engineering studies that showed it was feasible to go to put track below the roadway on the Golden Gate Bridge. Three engineering studies found that was fine, and one sponsored by the Golden Gate Bridge District did not support that idea. However, when San Mateo County opted out, the backers of BART no longer thought that the Marin idea would be feasible. On top of that, the Golden Gate Bridge District never really liked the idea because back then BART would have been competition for the service they were offering.\u003c/p>\n\u003cp>So BART has only gone into Santa Clara and San Mateo in relatively recent history — the 1990s in San Mateo County’s case, and soon in Santa Clara County, where the first extension there, to San Jose’s Berryessa neighborhood, is expected to finally open late this spring. That’s because people in those counties reconsidered and passed taxes that allowed BART to expand there.\u003c/p>\n\u003cp>\u003cstrong>Why are there news kiosks in the BART station that are closed? Why doesn’t BART let people run these news kiosks and what are their history? \u003c/strong>\u003cem>Submitted by Brad Meyer\u003c/em>\u003c/p>\n\u003cp>DB: Those were created for the San Francisco newspapers. It was really just the Chronicle and Examiner. It wasn’t like an old-fashioned newsstand like you might see outside of a subway station in New York or Chicago (or on the platforms of some stations in those cities). But guess what? Newspaper street sales, which used to be a big thing, have dried up because of this digital medium we’re using right now. Street vendors and newspaper boxes are a thing of the past. I think that the final nail in the coffin for the kiosks was the introduction of smartphones, because now people are carrying the news with them. Some of the kiosks are still there. but many have been removed.\u003c/p>\n\u003cp>There is a pretty good story connected to the old kiosks, though, where somebody discovered that at a couple of the stations (Montgomery Street is one of them) that there is a very odd acoustic effect. If you go to the place where the kiosk used to be and talk in a normal voice, there is an echo effect. And it was enough of a thing that I know that some local reporters went down there to demonstrate it.\u003c/p>\n\u003cp>\u003cstrong>At the West Oakland BART Station there are ads right next to the third rail. How on earth do they change those out without getting electrocuted? \u003c/strong>\u003cem>Submitted by Jay Quigley\u003c/em>\u003c/p>\n\u003cp>DB: The third rail is something you don’t want to touch under any circumstances. It’s very high voltage and coming into contact with it could mean instant death, or at least extremely serious injury.\u003c/p>\n\u003cp>BART is shut down for a part of every day. Trains stop running around 1 a.m. and then there is a window of time between 1 and 4 a.m. when a lot of maintenance takes place. So in the case of working on these ads, BART does that during that overnight closure and shuts down the third rail.\u003c/p>\n\u003cp>I was told by Jim Allison at BART that they call it “laying down a blanket,” as if you’re covering the rail with a blanket to make it safe. They’re not physically doing that, of course. Once the rail is de-energized, then the crews can work safely there.\u003c/p>\n\u003cp>\u003cstrong>Why does it seem like the escalators are constantly broken? \u003c/strong>\u003cem>Submitted by Dan\u003c/em>\u003c/p>\n\u003cp>DB: There are a variety of reasons that escalators fail. Some are exposed to weather. Some are exposed to abuse of various kinds. There were some escalators that were being used, essentially, as restrooms. Lots of garbage winds up dropped on certain escalators at some stations. The other thing is that they get a \u003cem>lot\u003c/em> of use, lots of wear and tear.\u003c/p>\n\u003cp>But many of the escalators at this point are also very old. That makes them harder to maintain and also creates a problem few people were thinking about when BART was new. In one case, the original manufacturer of many of the escalators in San Francisco’s downtown stations, and some others, has gone out of business. To do simple maintenance, BART has to go out and hunt for spare parts. And if things break down altogether and they have a serious mechanical failure, they have to find somebody to \u003cem>make\u003c/em> some of these major parts.\u003c/p>\n\u003cp>At San Francisco’s 16th Street/Mission Station a few years ago, which is one of the places that had these old escalators made by a defunct company, they put up a sign: “This unit will be out of service until …” and then there was a blank space. It was out of service so long that somebody came along and wrote “the rapture” in that blank space.\u003c/p>\n\u003cp>I started to \u003ca href=\"https://www.kqed.org/news/10969699/at-barts-16th-mission-station-the-rapture-is-nigh\" target=\"_blank\" rel=\"noopener noreferrer\">track how long\u003c/a> it was taking to get that escalator up and running, and it was out of service more than six months. It turned out that BART actually had to find somebody to make a part called a bull gear pillar block.\u003c/p>\n\u003cp>Looking ahead, a lot of these escalators are getting completely rebuilt. They’re not just getting overhauled — brand new escalators are being installed. It’s an expensive project and will be going on for years. BART just announced that it’s going to build protective canopies over all the escalators that have been open to the sky, so that they’ll at least be protected from the weather if not from other forms of abuse.\u003c/p>\n\u003cp>\u003cstrong>Why does BART announce elevator status all the time? \u003c/strong>\u003cem>Submitted by Eric\u003c/em>\u003c/p>\n\u003cp>DB: There is a large part of BART’s ridership that depends on elevators to get through the stations.\u003c/p>\n\u003cp>On one level, it’s just a courtesy announcement, but on another level, it’s sort of a crucial announcement for people who have no other way of accessing a BART station than using these elevators.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>We have the Americans with Disabilities Act, the ADA, and this is part of the agency’s responsibility under the ADA to give people, at the very least, a heads up. But anybody will tell you actually having the elevators running is better.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Ed Alvarez, appointed Friday as BART's new police chief, had just finished telling a reporter about his top priorities for the transit agency and its police force. \u003c/p>\n\u003cp>\"I want people to be safe,\" Alvarez said near the conclusion of a media event at Balboa Park Station. \"That's my ultimate goal. I want people to be on our system, safe. So they're able to get to their destinations ... and not be worried about being accosted or anything like that.\"\u003c/p>\n\u003cp>To achieve that goal, the new chief announced he's assigning a dozen officers to patrol trains and station platforms on nights and weekends. That, along with a six-month pilot project approved by the agency's board of directors Thursday to deploy 10 uniformed but unarmed ambassadors to patrol trains every evening, is designed to improve security on the system with a more visible BART presence.\u003c/p>\n\u003cp>\"My main goal is to create that presence to mitigate and to get everybody safely to where they need to be,\" Alvarez said. \u003c/p>\n\u003cp>But no sooner had Alvarez said that than he got a reminder of how far BART has to go to win over customers rattled by the crime, mental illness and aggressive behavior they sometimes encounter on the system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Just as Alvarez finished speaking, a woman approached and said, \"I have a complaint.\" \u003c/p>\n\u003cp>Cheryl Willner, 67, of Dublin, had just gotten off a train to transfer to one going to San Francisco International Airport. She was on her way to her job as a flight attendant for American Airlines. It wasn't clear she knew she was addressing BART's chief of police as she recounted her trip from the East Bay.\u003c/p>\n\u003cp>\"This guy got on, a homeless guy, and he had like four paper bags with,\" Willner said. \"He just got on and plopped them down. And he started talking to himself and changing his clothes and blowing his nose. ... I got up and moved to the next car back.\" \u003c/p>\n\u003cp>The man followed her, she told Alvarez.\u003c/p>\n\u003cp>\"I was looking to make sure he didn't come back, and then he came back,\" Willner told Alvarez. \"And then he started going off, 'You're looking at me. You're doing this, you're doing that.' I can't even tell you what he said. I just looked down at my phone, and then I called my husband and was on the phone with my husband for 15 minutes.\"\u003c/p>\n\u003cp>[aside label=\"Related Coverage\" tag=\"bart\"]The man got off at Embarcadero Station, Willner said, but she was still shaken by the experience. \u003c/p>\n\u003cp>\"I will never take BART again, ever,\" Willner said. \u003c/p>\n\u003cp>\"I'm 67 years old, and I can't do this ever again,\" she said, \"I've been here for 10 years, and I don't feel safe. You know, I know you guys are trying. I know you can't be everywhere. But this is not OK.\"\u003c/p>\n\u003cp>\"Sorry to hear that,\" Alvarez said. \"Sorry you had to experience that on your way to work. I hope you give us another shot.\"\u003c/p>\n\u003cp>He offered to talk to Willner privately and give her some \"safety tips\" that might be useful. \u003c/p>\n\u003cp>\"We have a BART Watch app that you could get direct-lined to our dispatch center,\" the chief said. \"You could report stuff. ...\" \u003c/p>\n\u003cp>Willner interrupted.\u003c/p>\n\u003cp>\"You know what, I do that every single frickin' day on my job,\" she said. \"I don't want to have to do that in my hometown. It's not OK. That's all.\"\u003c/p>\n\u003cp>She added: \"You're very nice, Officer Alvarez — you are. I'm sorry to be complaining.\"\u003c/p>\n\u003cp>\"That's all right,\" Alvarez said. \"I want to hear that. I need to know that kind of stuff so I know where to deploy my resources and understand what's happening and what the riders are seeing and experiencing.\"\u003c/p>\n\u003cp>He ended by saying he hoped Willner would give BART \"another opportunity to give you a better ride.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We'll see,\" Willner said. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ed Alvarez, appointed Friday as BART's new police chief, had just finished telling a reporter about his top priorities for the transit agency and its police force. \u003c/p>\n\u003cp>\"I want people to be safe,\" Alvarez said near the conclusion of a media event at Balboa Park Station. \"That's my ultimate goal. I want people to be on our system, safe. So they're able to get to their destinations ... and not be worried about being accosted or anything like that.\"\u003c/p>\n\u003cp>To achieve that goal, the new chief announced he's assigning a dozen officers to patrol trains and station platforms on nights and weekends. That, along with a six-month pilot project approved by the agency's board of directors Thursday to deploy 10 uniformed but unarmed ambassadors to patrol trains every evening, is designed to improve security on the system with a more visible BART presence.\u003c/p>\n\u003cp>\"My main goal is to create that presence to mitigate and to get everybody safely to where they need to be,\" Alvarez said. \u003c/p>\n\u003cp>But no sooner had Alvarez said that than he got a reminder of how far BART has to go to win over customers rattled by the crime, mental illness and aggressive behavior they sometimes encounter on the system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Just as Alvarez finished speaking, a woman approached and said, \"I have a complaint.\" \u003c/p>\n\u003cp>Cheryl Willner, 67, of Dublin, had just gotten off a train to transfer to one going to San Francisco International Airport. She was on her way to her job as a flight attendant for American Airlines. It wasn't clear she knew she was addressing BART's chief of police as she recounted her trip from the East Bay.\u003c/p>\n\u003cp>\"This guy got on, a homeless guy, and he had like four paper bags with,\" Willner said. \"He just got on and plopped them down. And he started talking to himself and changing his clothes and blowing his nose. ... I got up and moved to the next car back.\" \u003c/p>\n\u003cp>The man followed her, she told Alvarez.\u003c/p>\n\u003cp>\"I was looking to make sure he didn't come back, and then he came back,\" Willner told Alvarez. \"And then he started going off, 'You're looking at me. You're doing this, you're doing that.' I can't even tell you what he said. I just looked down at my phone, and then I called my husband and was on the phone with my husband for 15 minutes.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The man got off at Embarcadero Station, Willner said, but she was still shaken by the experience. \u003c/p>\n\u003cp>\"I will never take BART again, ever,\" Willner said. \u003c/p>\n\u003cp>\"I'm 67 years old, and I can't do this ever again,\" she said, \"I've been here for 10 years, and I don't feel safe. You know, I know you guys are trying. I know you can't be everywhere. But this is not OK.\"\u003c/p>\n\u003cp>\"Sorry to hear that,\" Alvarez said. \"Sorry you had to experience that on your way to work. I hope you give us another shot.\"\u003c/p>\n\u003cp>He offered to talk to Willner privately and give her some \"safety tips\" that might be useful. \u003c/p>\n\u003cp>\"We have a BART Watch app that you could get direct-lined to our dispatch center,\" the chief said. \"You could report stuff. ...\" \u003c/p>\n\u003cp>Willner interrupted.\u003c/p>\n\u003cp>\"You know what, I do that every single frickin' day on my job,\" she said. \"I don't want to have to do that in my hometown. It's not OK. That's all.\"\u003c/p>\n\u003cp>She added: \"You're very nice, Officer Alvarez — you are. I'm sorry to be complaining.\"\u003c/p>\n\u003cp>\"That's all right,\" Alvarez said. \"I want to hear that. I need to know that kind of stuff so I know where to deploy my resources and understand what's happening and what the riders are seeing and experiencing.\"\u003c/p>\n\u003cp>He ended by saying he hoped Willner would give BART \"another opportunity to give you a better ride.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We'll see,\" Willner said. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Maybe someday all transit will work like Emeryville’s \u003ca href=\"https://www.emerygoround.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Emery Go-Round\u003c/a>, which whisks riders around the diminutive East Bay city and does it for free.\u003c/p>\n\u003cp>Maybe. Someday. But we're not there yet, and on New Year's Day, we'll be reminded of that when patrons of some of the Bay Area's busiest, most popular public transportation services will be paying more to ride. Here are the details:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>BART:\u003c/strong> If you feel like BART raised fares not all that long ago, you're right. In a policy that dates back to 2006 and is scheduled to continue through the 2020s, the agency raises fares every two years. The increases since then — see the table below for BART's full fare history — are indexed to inflation and represent an average of the regional and national inflation over the last two years minus 0.5%. The 5.4% increase taking effect Wednesday will increase the system's minimum fare from $2 to $2.10. The maximum non-airport fare, for the roughly 60-mile trip from Antioch to Millbrae, will rise from $8.75 to $9.25. The system's most expensive ride, from Antioch to San Francisco International Airport, will move from $13.15 to $13.85.\u003cbr>\nNote: For New Year's Eve revelers, BART's 2019 fares will be in effect both before and after midnight. BART spokesman Jim Allison says the new, higher fares don't kick in until the beginning of regular morning service at 8 a.m.Those using BART's paper tickets, a payment medium the agency is phasing out, will continue to pay $0.50 more per trip. (For complete fare information, see BART's \u003ca href=\"https://www.bart.gov/tickets/calculator\" target=\"_blank\" rel=\"noopener noreferrer\">fare calculator\u003c/a>.)\u003cbr>\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe title=\"BART Fare History\" aria-label=\"Table\" id=\"datawrapper-chart-2Dxzq\" src=\"//datawrapper.dwcdn.net/2Dxzq/2/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"870\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/li>\n\u003cli>\u003cstrong>AC Transit:\u003c/strong> The East Bay agency will raise its transbay bus fares from $5.50 to $6 each way. That's the full adult fare for both cash payers and Clipper Card users. The cost of AC Transit's 31-day adult fare pass will rise from $198 to $216. See: \u003ca href=\"http://www.actransit.org/2019/11/15/transbay-fare-change-2020/\" target=\"_blank\" rel=\"noopener noreferrer\">Full details\u003c/a> on AC Transit's 2020 fares.\u003c/li>\n\u003cli>\u003cstrong>San Francisco Muni: \u003c/strong>Muni, the Bay Area's busiest transit agency, will be leaving most fares unchanged Jan. 1. But the price for two popular tourist fares are going up.Muni is raising the price of a ride on the city's (pick your adjective: \u003cem>iconic, much-beloved, antique, other\u003c/em>) cable cars from $7 to $8. The cash price of Muni's passport fares will also rise, with a one-day, all-you-can-ride pass going from $23 to $24, a three-day pass rising from $34 to $36, and a seven-day pass increasing from $45 to $47. Significant discounts for those fares are available if you use Clipper or the MuniMobile app. See full fare details here: \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2018/10/fare_changes_july_2019_and_january_2020_updated_final_10.3.2018.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">Muni basic fare table\u003c/a>.\u003c/li>\n\u003cli>\u003cstrong>SamTrans:\u003c/strong> The San Mateo County bus agency breaks the fare-hiking mold by actually reducing some fares to begin 2020. An adult day pass will be reduced from $5.50 to $4.50 (the youth version will decrease from $2.75 to $2). SamTrans is also eliminating a surcharge for riders who begin their trips in San Francisco on three routes — 292, 397 and 398. Those riders will now pay only the system's existing local or express fare. Full details here: \u003ca href=\"http://www.samtrans.com/fares/farechanges.html\" target=\"_blank\" rel=\"noopener noreferrer\">SamTrans 2020 fare changes.\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
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