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"content": "\u003cp>\u003cem>Sometimes the noise on BART is so loud you can hardly think. Why such a racket? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a new podcast from KQED that’s all about answering \u003cem>your\u003c/em> questions about the Bay Area. Find us on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">iTunes\u003c/a>, \u003ca href=\"https://play.google.com/music/listen?u=0#/ps/Ipi2mc5aqfen4nr2daayiziiyuy\">Google Play\u003c/a> or \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>KQED listener Eric Bauer wanted to know something most Bay Area BART passengers have probably wondered about at one point or another in their commute: Why are the trains so loud?\u003c/p>\n\u003cp>“They scream like banshees,” Eric said. “One should probably use hearing protection.”\u003c/p>\n\u003cp>First off, Eric, you’ll be happy to know there is a plan in the works to dampen BART’s signature wail.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/tracks/293466182″ params=”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false” width=”100%” height=”166″ iframe=”true” /]\u003c/p>\n\u003cp>The bad news is the fix is tied to the\u003ca href=\"https://www.bart.gov/about/projects/cars/delivery-plan\"> rollout of new BART train cars\u003c/a>, which will begin late this year and won’t be done until 2021. So until then, you might want to keep some earplugs on hand.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Now, on to the business of what causes that banshee scream.\u003c/p>\n\u003cfigure id=\"attachment_11030324\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030324 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Shop.jpg\" alt=\"BART workers refurbish cars at the Hayward Shop.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">BART workers refurbish cars at the Hayward shop. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To find out why the trains are so loud, I took a trip to the BART maintenance shop in Hayward to meet Henry Kolesar, BART’s chief vehicle engineer. Not only does he know every little sound his train cars make, but he can imitate them startlingly well. The man has spent a \u003cem>lot\u003c/em> of time in and around BART trains.\u003c/p>\n\u003cp>When I arrived, Kolesar was sitting at his desk behind a stack of engineering reports. The one on top was a sound test of the BART system done a few years ago. First off, Kolesar explained, the trains make all kinds of noises, and not all of them are unpleasant. Believe it or not, some of the sounds are actually music to an engineer’s ears.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘The trains make quite a few different sounds. Some of them are music to the ears of engineers.’ \u003ccite>Henry Kolesar, BART chief vehicle engineer\u003c/cite>\u003c/aside>\n\u003cp>BART makes three main sounds that passengers hear. There is a nasally electronic hum some of the trains make as they are braking. This is the sound of BART saving energy, Kolesar says. As some of the newer train cars brake, they convert mechanical energy into electric energy that can be used to run the BART trains. As they do this, the train cars make this kind of “nnneeoooowwww” sound.\u003c/p>\n\u003cp>The other two sounds fall squarely into the unpleasant category.\u003c/p>\n\u003cp>The first comes from wheels running on rails that have become worn and bumpy — “corrugated,” to use the technical term. When BART trains go over corrugated rail, they make a low-pitched, continuous “uuunnnhhh.” It sounds like some blend of a confused “uhhh” and the buzzer noise when someone answers incorrectly on one of those old daytime game shows from the ’80s.\u003c/p>\n\u003cfigure id=\"attachment_11030326\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11030326\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Wheel-800x1071.jpg\" alt=\"The wheel design leads to the wail and other unpleasant noises.\" width=\"800\" height=\"1071\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-800x1071.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-400x536.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1920x2571.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1180x1580.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-960x1285.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel.jpg 1936w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The wheel design leads to the wail and other unpleasant noises. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART actually has a big machine that grinds down the bumps on corrugated track, eliminating some of the noise. This explains why sometimes a portion of the BART system makes loud uuunnnhhh sounds one day and doesn’t make a peep the next. You aren’t crazy — they just smoothed out the track at night.\u003c/p>\n\u003cp>Finally, there is the infamous squealing banshee wail.\u003c/p>\n\u003cp>This happens when the trains go around turns, and it is most pronounced in tunnels, where the sound waves bounce back into the train and drill into passengers’ ears. Kolesar did not imitate this sound. It falls a wee bit out of his natural vocal range, he said. But KQED listeners were not afraid to give the banshee squeal a shot.\u003c/p>\n\u003cp>We asked listeners for their impressions of the sound, and we got some accurate and unexpected descriptions.\u003c/p>\n\u003cp>It was compared to a baby seal calling for its mom, a 10-year-old slowly releasing air from a balloon at a birthday party, the high-pitched, long-lasting “goal scream” of a soccer commentator, the soundtrack from the trippy, space/time travel scene in \u003ca href=\"https://www.youtube.com/watch?v=ou6JNQwPWE0\">\u003cem>2001: A Space Odyssey\u003c/em>\u003c/a> (which, at times, is eerily spot on), and my personal favorite: all of the happy emojis that ever existed, put in a blender, desperately crying for help.\u003c/p>\n\u003cp>You can hear a little montage below of what KQED listeners think the BART wail sounds like. Thanks to everyone out there who contributed, and to Meghan Mund and Lucas Waldron for recording their ear-splitting BART squeals.\u003c/p>\n\u003cp>[soundcloud url=”https://api.soundcloud.com/playlists/246643779″ params=”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true” width=”100%” height=”450″ iframe=”true” /]\u003c/p>\n\u003cp>Now hold on a minute. Kolesar does not agree with the categorization of BART as loud. He says BART is rather quiet — that is, if you consider how fast it goes.\u003c/p>\n\u003cp>[baycuriousbug]\u003c/p>\n\u003cp>“People say BART cars are loud, but it’s all relative,” Kolesar says. \u003ca href=\"http://www.bart.gov/about/history/facts\">BART averages 35 mph\u003c/a>, which is much faster than trains in most cities. New York’s subway goes about half as fast on average — 17 mph. And as anyone who has taken the A train can tell you, New York subway cars are not known to be silent types.\u003c/p>\n\u003cp>Also, Kolesar says BART’s banshee wail is not a mistake. It isn’t the result of some design mishap. It came from a conscious engineering choice.\u003c/p>\n\u003cp>Engineers had to make a trade-off back when they started building BART more than 50 years ago. They decided to make the wheels solid axle — or connected — so that they rotate at the same rate. Kolesar says that makes the trains quiet on the straightaways, which constitute a majority of BART’s tracks. But because of the design, one of the wheels ends up getting dragged against the rail on turns, which causes that high-pitched squeal.\u003c/p>\n\u003cfigure id=\"attachment_11030322\" class=\"wp-caption alignleft\" style=\"max-width: 502px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\" wp-image-11030322\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Chassis-800x598.jpg\" alt=\"The wheels are designed to be quiet on straightaways but squeal in turns.\" width=\"502\" height=\"375\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-960x717.jpg 960w\" sizes=\"(max-width: 502px) 100vw, 502px\">\u003cfigcaption class=\"wp-caption-text\">The wheels are designed to be quiet on straightaways but squeal in turns. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“So one wheel has to be sliding while the other is rolling,” Kolesar says. “Or they both have to be slightly sliding, because they are turning at different speeds going around that bend. It just makes noise.”\u003c/p>\n\u003cp>Now there is a plan to make BART quieter. New train cars will have tapered wheels that drag less on the rail. That will help a little. But there’s a bigger change coming with the new cars.\u003c/p>\n\u003cp>Kolesar says the “the doors are the key.” No matter what you do, the wheels will always squeal a little. The current doors let in lots of that sound, but the new trains will have better insulated doors that could make the trains two or three times as quiet.\u003c/p>\n\u003cfigure id=\"attachment_11030323\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030323 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Kolesar.jpg\" alt=\"Henry Kolesar shows where the wheel rubs on the rail to make the wail.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">Henry Kolesar shows where the wheel rubs on the rail to make the wail. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Again, we’ve got to wait a few years to enjoy that kind of relative quiet. All the old squealing cars won’t be replaced until around 2021.\u003c/p>\n\u003cp>After then, should you grow nostalgic for the BART wail, you could always hear an approximation by watching \u003cem>2001: A Space Odyssey\u003c/em>.\u003c/p>\n\u003cp>But for right now, commuters like Eric will have to endure the BART wail, or as I like to think about it: happy emojis going into the old blender.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>Got a question you want the Bay Curious team to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious/\">Ask!\u003c/a>\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Sometimes the noise on BART is so loud you can hardly think. Why such a racket? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious\">Bay Curious\u003c/a> is a new podcast from KQED that’s all about answering \u003cem>your\u003c/em> questions about the Bay Area. Find us on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener\">iTunes\u003c/a>, \u003ca href=\"https://play.google.com/music/listen?u=0#/ps/Ipi2mc5aqfen4nr2daayiziiyuy\">Google Play\u003c/a> or \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\">NPR One\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>KQED listener Eric Bauer wanted to know something most Bay Area BART passengers have probably wondered about at one point or another in their commute: Why are the trains so loud?\u003c/p>\n\u003cp>“They scream like banshees,” Eric said. “One should probably use hearing protection.”\u003c/p>\n\u003cp>First off, Eric, you’ll be happy to know there is a plan in the works to dampen BART’s signature wail.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”166″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/tracks/293466182″&visual=true&”color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false”'\n title='”https://api.soundcloud.com/tracks/293466182″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The bad news is the fix is tied to the\u003ca href=\"https://www.bart.gov/about/projects/cars/delivery-plan\"> rollout of new BART train cars\u003c/a>, which will begin late this year and won’t be done until 2021. So until then, you might want to keep some earplugs on hand.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now, on to the business of what causes that banshee scream.\u003c/p>\n\u003cfigure id=\"attachment_11030324\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030324 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Shop.jpg\" alt=\"BART workers refurbish cars at the Hayward Shop.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Shop-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">BART workers refurbish cars at the Hayward shop. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To find out why the trains are so loud, I took a trip to the BART maintenance shop in Hayward to meet Henry Kolesar, BART’s chief vehicle engineer. Not only does he know every little sound his train cars make, but he can imitate them startlingly well. The man has spent a \u003cem>lot\u003c/em> of time in and around BART trains.\u003c/p>\n\u003cp>When I arrived, Kolesar was sitting at his desk behind a stack of engineering reports. The one on top was a sound test of the BART system done a few years ago. First off, Kolesar explained, the trains make all kinds of noises, and not all of them are unpleasant. Believe it or not, some of the sounds are actually music to an engineer’s ears.\u003c/p>\n\u003caside class=\"pullquote alignleft\">‘The trains make quite a few different sounds. Some of them are music to the ears of engineers.’ \u003ccite>Henry Kolesar, BART chief vehicle engineer\u003c/cite>\u003c/aside>\n\u003cp>BART makes three main sounds that passengers hear. There is a nasally electronic hum some of the trains make as they are braking. This is the sound of BART saving energy, Kolesar says. As some of the newer train cars brake, they convert mechanical energy into electric energy that can be used to run the BART trains. As they do this, the train cars make this kind of “nnneeoooowwww” sound.\u003c/p>\n\u003cp>The other two sounds fall squarely into the unpleasant category.\u003c/p>\n\u003cp>The first comes from wheels running on rails that have become worn and bumpy — “corrugated,” to use the technical term. When BART trains go over corrugated rail, they make a low-pitched, continuous “uuunnnhhh.” It sounds like some blend of a confused “uhhh” and the buzzer noise when someone answers incorrectly on one of those old daytime game shows from the ’80s.\u003c/p>\n\u003cfigure id=\"attachment_11030326\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11030326\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Wheel-800x1071.jpg\" alt=\"The wheel design leads to the wail and other unpleasant noises.\" width=\"800\" height=\"1071\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-800x1071.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-400x536.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1920x2571.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-1180x1580.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel-960x1285.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Wheel.jpg 1936w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The wheel design leads to the wail and other unpleasant noises. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>BART actually has a big machine that grinds down the bumps on corrugated track, eliminating some of the noise. This explains why sometimes a portion of the BART system makes loud uuunnnhhh sounds one day and doesn’t make a peep the next. You aren’t crazy — they just smoothed out the track at night.\u003c/p>\n\u003cp>Finally, there is the infamous squealing banshee wail.\u003c/p>\n\u003cp>This happens when the trains go around turns, and it is most pronounced in tunnels, where the sound waves bounce back into the train and drill into passengers’ ears. Kolesar did not imitate this sound. It falls a wee bit out of his natural vocal range, he said. But KQED listeners were not afraid to give the banshee squeal a shot.\u003c/p>\n\u003cp>We asked listeners for their impressions of the sound, and we got some accurate and unexpected descriptions.\u003c/p>\n\u003cp>It was compared to a baby seal calling for its mom, a 10-year-old slowly releasing air from a balloon at a birthday party, the high-pitched, long-lasting “goal scream” of a soccer commentator, the soundtrack from the trippy, space/time travel scene in \u003ca href=\"https://www.youtube.com/watch?v=ou6JNQwPWE0\">\u003cem>2001: A Space Odyssey\u003c/em>\u003c/a> (which, at times, is eerily spot on), and my personal favorite: all of the happy emojis that ever existed, put in a blender, desperately crying for help.\u003c/p>\n\u003cp>You can hear a little montage below of what KQED listeners think the BART wail sounds like. Thanks to everyone out there who contributed, and to Meghan Mund and Lucas Waldron for recording their ear-splitting BART squeals.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='”100%”' height='”450″'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=”https://api.soundcloud.com/playlists/246643779″&visual=true&”auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false&visual=true”'\n title='”https://api.soundcloud.com/playlists/246643779″'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Now hold on a minute. Kolesar does not agree with the categorization of BART as loud. He says BART is rather quiet — that is, if you consider how fast it goes.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“People say BART cars are loud, but it’s all relative,” Kolesar says. \u003ca href=\"http://www.bart.gov/about/history/facts\">BART averages 35 mph\u003c/a>, which is much faster than trains in most cities. New York’s subway goes about half as fast on average — 17 mph. And as anyone who has taken the A train can tell you, New York subway cars are not known to be silent types.\u003c/p>\n\u003cp>Also, Kolesar says BART’s banshee wail is not a mistake. It isn’t the result of some design mishap. It came from a conscious engineering choice.\u003c/p>\n\u003cp>Engineers had to make a trade-off back when they started building BART more than 50 years ago. They decided to make the wheels solid axle — or connected — so that they rotate at the same rate. Kolesar says that makes the trains quiet on the straightaways, which constitute a majority of BART’s tracks. But because of the design, one of the wheels ends up getting dragged against the rail on turns, which causes that high-pitched squeal.\u003c/p>\n\u003cfigure id=\"attachment_11030322\" class=\"wp-caption alignleft\" style=\"max-width: 502px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\" wp-image-11030322\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Chassis-800x598.jpg\" alt=\"The wheels are designed to be quiet on straightaways but squeal in turns.\" width=\"502\" height=\"375\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Chassis-960x717.jpg 960w\" sizes=\"(max-width: 502px) 100vw, 502px\">\u003cfigcaption class=\"wp-caption-text\">The wheels are designed to be quiet on straightaways but squeal in turns. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“So one wheel has to be sliding while the other is rolling,” Kolesar says. “Or they both have to be slightly sliding, because they are turning at different speeds going around that bend. It just makes noise.”\u003c/p>\n\u003cp>Now there is a plan to make BART quieter. New train cars will have tapered wheels that drag less on the rail. That will help a little. But there’s a bigger change coming with the new cars.\u003c/p>\n\u003cp>Kolesar says the “the doors are the key.” No matter what you do, the wheels will always squeal a little. The current doors let in lots of that sound, but the new trains will have better insulated doors that could make the trains two or three times as quiet.\u003c/p>\n\u003cfigure id=\"attachment_11030323\" class=\"wp-caption aligncenter\" style=\"max-width: 2592px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11030323 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/07/Kolesar.jpg\" alt=\"Henry Kolesar shows where the wheel rubs on the rail to make the wail.\" width=\"2592\" height=\"1936\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar.jpg 2592w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-400x299.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-800x598.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1920x1434.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-1180x881.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/07/Kolesar-960x717.jpg 960w\" sizes=\"(max-width: 2592px) 100vw, 2592px\">\u003cfigcaption class=\"wp-caption-text\">Henry Kolesar shows where the wheel rubs on the rail to make the wail. \u003ccite>(Sam Harnett/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Again, we’ve got to wait a few years to enjoy that kind of relative quiet. All the old squealing cars won’t be replaced until around 2021.\u003c/p>\n\u003cp>After then, should you grow nostalgic for the BART wail, you could always hear an approximation by watching \u003cem>2001: A Space Odyssey\u003c/em>.\u003c/p>\n\u003cp>But for right now, commuters like Eric will have to endure the BART wail, or as I like to think about it: happy emojis going into the old blender.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Got a question you want the Bay Curious team to investigate? \u003ca href=\"http://ww2.kqed.org/news/series/baycurious/\">Ask!\u003c/a>\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "BART's $3.5 Billion Bond Measure Rolling to Victory",
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"content": "\u003cp>\u003cem>Updated 11 a.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>BART’s Measure RR, a $3.5 billion bond measure the transit agency has promoted as crucial to restoring its core infrastructure, appears to be on its way to a resounding victory.\u003c/p>\n\u003cp>With about two-thirds of the votes counted in the three BART counties — Alameda, Contra Costa and San Francisco — Measure RR was getting an aggregate 70.1 percent yes vote. It needed two-thirds approval to win.\u003c/p>\n\u003cp>San Francisco voted heavily in favor of the bond with an 81.1 percent yes vote. Alameda County reported a 70.9 percent yes vote. Contra Costa County, the only jurisdiction where there was a concerted “No on RR” effort, registered a 59.5 percent yes vote.\u003c/p>\n\u003cp>Those are numbers as of 11 a.m. Wednesday, but they’re not quite final. Here’s why: There are about 2 million voters in the three BART counties. Assuming a 75 percent turnout — which is close to the aggregate turnout for the three counties in 2012 — about 1.5 million people may have cast ballots in the election. So far, though, just over 966,000 ballots have been tallied in the race. There’s still a mathematical chance — a very small one, to be sure — that the hundreds of thousands of uncounted vote-by-mail and provisional ballots still out there could shift the outcome.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The bond won wide backing during the campaign from business groups and private companies throughout the region, including most major sports franchises. Supporters argued that reinvesting in BART is vital to the Bay Area economy and for the welfare of everyone trying to travel in the region, regardless of the mode of transportation.\u003c/p>\n\u003cp>But opponents, still furious with a pair of strikes that shut down the system in 2013 and with the union contracts that settled them, mounted an aggressive No campaign.\u003c/p>\n\u003cp>Opposition was led by Orinda state Sen. Steve Glazer and East Bay Times columnist Daniel Borenstein. Citing BART’s 2013 strikes and labor contracts, they argued that BART management and the agency’s elected board have lavished high pay and benefits on employees and cannot be trusted with the infusion of money for capital projects.\u003c/p>\n\u003cp>“If it winds up passing, we’re going to have to work hard to keep BART focused on fiscal accountability and how they spend this money,” Glazer said Tuesday night.\u003c/p>\n\u003cp>Nick Josefowitz, who represents a San Francisco district on the BART board and donated $80,000 to the Yes on RR campaign, said the early results showed the value Bay Area voters place on the transit system.\u003c/p>\n\u003cp>“A significant majority in each of the three counties have spoken very plainly about how important BART is to our region,” Josefowitz said.\u003c/p>\n\u003cp>But the news was less positive for a Contra Costa sales tax issue, Measure X, which would pay for a variety of transportation projects. Some $300 million of the funds would be earmarked to help BART supplement its Fleet of the Future. With a 62.5 percent yes vote early Wednesday, the measure was falling short of the two-thirds approval it needs.\u003c/p>\n\u003cp>The bond vote comes at a moment when BART continues to struggle with a dramatic increase in ridership and frequent service problems that in the past year have included a broken rail in a San Francisco tunnel and an ultimately unsolved electrical problem that damaged dozens of train cars and caused a weeklong service disruption to the Pittsburg/Bay Point Station.\u003c/p>\n\u003cp>Glazer conceded last month that BART service would continue to deteriorate if the bond were rejected. He and the Times argued that voters should first replace several incumbents running for re-election to the BART Board of Directors and that the reconstituted board should craft a bond measure with stricter guarantees for how funds are spent.\u003c/p>\n\u003cp>The results of the board elections are as of 11 a.m. Wednesday. All returns reflect 100 percent of the precinct vote counted, with varying numbers of mail-in and provisional ballots still to be counted. At this point, none of the races looks close enough to change.\u003c/p>\n\u003cp>\u003cstrong>District 1 (Central Contra Costa):\u003c/strong> Three-term incumbent Gail Murray was running against Debora Allen, a CPA and former Republican candidate for the state Assembly whom Glazer backed in her BART bid.\u003cbr>\n\u003cstrong>Allen:\u003c/strong> 64 percent\u003cbr>\n\u003cstrong>Murray:\u003c/strong> 35.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 3 (Contra Costa-Alameda):\u003c/strong> Incumbent Rebecca Saltzman faced a challenge from Ken Chew, a former member of the Moraga City Council and two first-time office-seekers, business consultant Varun Paul and software programmer Worth Freeman. Saltzman, too, was one of the incumbents targeted by Glazer and the East Bay Times.\u003cbr>\n\u003cstrong>Chew:\u003c/strong> 28.9 percent\u003cbr>\n\u003cstrong>Freeman:\u003c/strong> 4.7 percent\u003cbr>\n\u003cstrong>Paul\u003c/strong>: 10.2 percent\u003cbr>\n\u003cstrong>Saltzman:\u003c/strong> 55.9 percent\u003c/p>\n\u003cp>\u003cstrong>District 5 (Alameda):\u003c/strong> Incumbent John McPartland, a former Army officer and Oakland firefighter, faced a Glazer-backed challenge from Jennifer Hosterman, former mayor of Pleasanton.\u003cbr>\n\u003cstrong>Hosterman:\u003c/strong> 37.6 percent\u003cbr>\n\u003cstrong>McPartland:\u003c/strong> 61.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 7 (Contra Costa/Alameda/San Francisco):\u003c/strong> Incumbent Zakhary Mallett, whose votes against BART’s current labor contracts won him the backing of Glazer and the East Bay Times, was up against a well-financed challenge from social justice activist and former MacArthur “genius grant” winner Lateefah Simon. Two other candidates, nonprofit office manager Roland Emerson and programmer Will Roscoe, both of Oakland, rounded out the field.\u003cbr>\n\u003cstrong>Emerson:\u003c/strong> 5.4 percent\u003cbr>\n\u003cstrong>Mallett:\u003c/strong> 28.0 percent\u003cbr>\n\u003cstrong>Roscoe:\u003c/strong> 17.3 percent\u003cbr>\n\u003cstrong>Simon:\u003c/strong> 49.0 percent\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>District 9 (San Francisco):\u003c/strong> The race to replace veteran board member Tom Radulovich featured: Bevan Dufty, former member of the San Francisco Board of Supervisors; Gwyneth Borden, a member of the city’s Municipal Transportation Agency board; and Mission resident and perennial community activist Michael Petrelis.\u003cbr>\n\u003cstrong>Borden:\u003c/strong> 31.3 percent\u003cbr>\n\u003cstrong>Dufty:\u003c/strong> 61.1 percent\u003cbr>\n\u003cstrong>Petrelis:\u003c/strong> 7.1 percent\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 11 a.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>BART’s Measure RR, a $3.5 billion bond measure the transit agency has promoted as crucial to restoring its core infrastructure, appears to be on its way to a resounding victory.\u003c/p>\n\u003cp>With about two-thirds of the votes counted in the three BART counties — Alameda, Contra Costa and San Francisco — Measure RR was getting an aggregate 70.1 percent yes vote. It needed two-thirds approval to win.\u003c/p>\n\u003cp>San Francisco voted heavily in favor of the bond with an 81.1 percent yes vote. Alameda County reported a 70.9 percent yes vote. Contra Costa County, the only jurisdiction where there was a concerted “No on RR” effort, registered a 59.5 percent yes vote.\u003c/p>\n\u003cp>Those are numbers as of 11 a.m. Wednesday, but they’re not quite final. Here’s why: There are about 2 million voters in the three BART counties. Assuming a 75 percent turnout — which is close to the aggregate turnout for the three counties in 2012 — about 1.5 million people may have cast ballots in the election. So far, though, just over 966,000 ballots have been tallied in the race. There’s still a mathematical chance — a very small one, to be sure — that the hundreds of thousands of uncounted vote-by-mail and provisional ballots still out there could shift the outcome.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The bond won wide backing during the campaign from business groups and private companies throughout the region, including most major sports franchises. Supporters argued that reinvesting in BART is vital to the Bay Area economy and for the welfare of everyone trying to travel in the region, regardless of the mode of transportation.\u003c/p>\n\u003cp>But opponents, still furious with a pair of strikes that shut down the system in 2013 and with the union contracts that settled them, mounted an aggressive No campaign.\u003c/p>\n\u003cp>Opposition was led by Orinda state Sen. Steve Glazer and East Bay Times columnist Daniel Borenstein. Citing BART’s 2013 strikes and labor contracts, they argued that BART management and the agency’s elected board have lavished high pay and benefits on employees and cannot be trusted with the infusion of money for capital projects.\u003c/p>\n\u003cp>“If it winds up passing, we’re going to have to work hard to keep BART focused on fiscal accountability and how they spend this money,” Glazer said Tuesday night.\u003c/p>\n\u003cp>Nick Josefowitz, who represents a San Francisco district on the BART board and donated $80,000 to the Yes on RR campaign, said the early results showed the value Bay Area voters place on the transit system.\u003c/p>\n\u003cp>“A significant majority in each of the three counties have spoken very plainly about how important BART is to our region,” Josefowitz said.\u003c/p>\n\u003cp>But the news was less positive for a Contra Costa sales tax issue, Measure X, which would pay for a variety of transportation projects. Some $300 million of the funds would be earmarked to help BART supplement its Fleet of the Future. With a 62.5 percent yes vote early Wednesday, the measure was falling short of the two-thirds approval it needs.\u003c/p>\n\u003cp>The bond vote comes at a moment when BART continues to struggle with a dramatic increase in ridership and frequent service problems that in the past year have included a broken rail in a San Francisco tunnel and an ultimately unsolved electrical problem that damaged dozens of train cars and caused a weeklong service disruption to the Pittsburg/Bay Point Station.\u003c/p>\n\u003cp>Glazer conceded last month that BART service would continue to deteriorate if the bond were rejected. He and the Times argued that voters should first replace several incumbents running for re-election to the BART Board of Directors and that the reconstituted board should craft a bond measure with stricter guarantees for how funds are spent.\u003c/p>\n\u003cp>The results of the board elections are as of 11 a.m. Wednesday. All returns reflect 100 percent of the precinct vote counted, with varying numbers of mail-in and provisional ballots still to be counted. At this point, none of the races looks close enough to change.\u003c/p>\n\u003cp>\u003cstrong>District 1 (Central Contra Costa):\u003c/strong> Three-term incumbent Gail Murray was running against Debora Allen, a CPA and former Republican candidate for the state Assembly whom Glazer backed in her BART bid.\u003cbr>\n\u003cstrong>Allen:\u003c/strong> 64 percent\u003cbr>\n\u003cstrong>Murray:\u003c/strong> 35.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 3 (Contra Costa-Alameda):\u003c/strong> Incumbent Rebecca Saltzman faced a challenge from Ken Chew, a former member of the Moraga City Council and two first-time office-seekers, business consultant Varun Paul and software programmer Worth Freeman. Saltzman, too, was one of the incumbents targeted by Glazer and the East Bay Times.\u003cbr>\n\u003cstrong>Chew:\u003c/strong> 28.9 percent\u003cbr>\n\u003cstrong>Freeman:\u003c/strong> 4.7 percent\u003cbr>\n\u003cstrong>Paul\u003c/strong>: 10.2 percent\u003cbr>\n\u003cstrong>Saltzman:\u003c/strong> 55.9 percent\u003c/p>\n\u003cp>\u003cstrong>District 5 (Alameda):\u003c/strong> Incumbent John McPartland, a former Army officer and Oakland firefighter, faced a Glazer-backed challenge from Jennifer Hosterman, former mayor of Pleasanton.\u003cbr>\n\u003cstrong>Hosterman:\u003c/strong> 37.6 percent\u003cbr>\n\u003cstrong>McPartland:\u003c/strong> 61.8 percent\u003c/p>\n\u003cp>\u003cstrong>District 7 (Contra Costa/Alameda/San Francisco):\u003c/strong> Incumbent Zakhary Mallett, whose votes against BART’s current labor contracts won him the backing of Glazer and the East Bay Times, was up against a well-financed challenge from social justice activist and former MacArthur “genius grant” winner Lateefah Simon. Two other candidates, nonprofit office manager Roland Emerson and programmer Will Roscoe, both of Oakland, rounded out the field.\u003cbr>\n\u003cstrong>Emerson:\u003c/strong> 5.4 percent\u003cbr>\n\u003cstrong>Mallett:\u003c/strong> 28.0 percent\u003cbr>\n\u003cstrong>Roscoe:\u003c/strong> 17.3 percent\u003cbr>\n\u003cstrong>Simon:\u003c/strong> 49.0 percent\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>District 9 (San Francisco):\u003c/strong> The race to replace veteran board member Tom Radulovich featured: Bevan Dufty, former member of the San Francisco Board of Supervisors; Gwyneth Borden, a member of the city’s Municipal Transportation Agency board; and Mission resident and perennial community activist Michael Petrelis.\u003cbr>\n\u003cstrong>Borden:\u003c/strong> 31.3 percent\u003cbr>\n\u003cstrong>Dufty:\u003c/strong> 61.1 percent\u003cbr>\n\u003cstrong>Petrelis:\u003c/strong> 7.1 percent\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Faced with a vote they say will determine whether BART gets a quick start on a planned rebuild or sinks further into disrepair, a high-profile group of Bay Area elected officials gathered in downtown Oakland on Monday to plead for passage of the agency's $3.5 billion bond measure.\u003c/p>\n\u003cp>Lt. Gov. Gavin Newsom, East Bay Congresswoman Barbara Lee, San Francisco Mayor Ed Lee and Oakland Mayor Libby Schaaf headlined a last-minute media event called to rally support for Measure RR.\u003c/p>\n\u003cp>\"We know that BART is old -- it's 44 years old this year -- and no one has made a major investment in getting it into a good state of repair,\" Schaaf said to a throng of reporters and a small group of bond supporters. \"We know that 450,000 Bay Area residents rely on BART every day to get to work. But don't forget that those of us who don't use BART are relying on it, too -- because people who ride the trains are not on the road for us exacerbating the unacceptable congestion that is choking the Bay Area.\" \u003c/p>\n\u003cp>While others talked about how the bond could pave the way for a major expansion of BART's capacity, Mayor Lee said he had a simple message for voters working through the unusually long and complex 2016 ballot. \u003c/p>\n\u003cp>\"Go to the last measure on the last page, all right?\" Lee said. \"We've got 25 measures in San Francisco, 17 state measures -- seek out RR and vote yes. ... Riding BART this morning, I gotta say, you look at all the faces of the people there and you wonder what will happen to all of us if we don't maintain a reliable Bay Area system.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure, on the ballot in Alameda, Contra Costa and San Francisco counties, needs to win two-thirds of the three counties' total vote to pass.\u003c/p>\n\u003cp>East Bay state Sen. Steve Glazer, some other local officials and the East Bay Times oppose the bond. They argue that in the wake of pay raises granted after a pair of 2013 strikes and amid continuing service problems and other woes they blame on poor planning, BART management can't be trusted to handle money from the bond. \u003c/p>\n\u003cp>Glazer has also campaigned against three board incumbents who voted for the labor contracts that settled the 2013 labor dispute. He supports a slate of candidates who say they'll try to take a tougher line with the agency's union -- reforming work rules they term wasteful and inefficient, for instance -- and develop a more tightly crafted bond measure that would be put before voters in a future election. \u003c/p>\n\u003cp>Although no names were mentioned, one of the dozen or so officials who spoke took on Glazer's opposition directly. \u003c/p>\n\u003cp>\"I'm going to cut straight to the politics of this,\" said state. Sen. Mark Leno, D-San Francisco. \"To advocate a 'no' position on Measure RR without a viable, immediate alternative plan is merely irresponsible. Obstructionism is not a plan, and anger is not an answer. ... I really do implore everyone to vote yes, and if you hear anyone suggest otherwise, ask them, 'What is your plan?' We haven't got another four years to wait for another presidential election to come up with something else that may not be exactly the way one person wants it.\"\u003c/p>\n\u003cp>Glazer's fellow Orindan, City Councilmember Amy Worth, supports the bond measure but said she understands voters' concerns. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Concerns about BART's management \"do present challenges to the voter, so they're kind of torn,\" Worth said. \"It's really incumbent upon the BART board to demonstrate that it will fulfill its commitment to the voters.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Faced with a vote they say will determine whether BART gets a quick start on a planned rebuild or sinks further into disrepair, a high-profile group of Bay Area elected officials gathered in downtown Oakland on Monday to plead for passage of the agency's $3.5 billion bond measure.\u003c/p>\n\u003cp>Lt. Gov. Gavin Newsom, East Bay Congresswoman Barbara Lee, San Francisco Mayor Ed Lee and Oakland Mayor Libby Schaaf headlined a last-minute media event called to rally support for Measure RR.\u003c/p>\n\u003cp>\"We know that BART is old -- it's 44 years old this year -- and no one has made a major investment in getting it into a good state of repair,\" Schaaf said to a throng of reporters and a small group of bond supporters. \"We know that 450,000 Bay Area residents rely on BART every day to get to work. But don't forget that those of us who don't use BART are relying on it, too -- because people who ride the trains are not on the road for us exacerbating the unacceptable congestion that is choking the Bay Area.\" \u003c/p>\n\u003cp>While others talked about how the bond could pave the way for a major expansion of BART's capacity, Mayor Lee said he had a simple message for voters working through the unusually long and complex 2016 ballot. \u003c/p>\n\u003cp>\"Go to the last measure on the last page, all right?\" Lee said. \"We've got 25 measures in San Francisco, 17 state measures -- seek out RR and vote yes. ... Riding BART this morning, I gotta say, you look at all the faces of the people there and you wonder what will happen to all of us if we don't maintain a reliable Bay Area system.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure, on the ballot in Alameda, Contra Costa and San Francisco counties, needs to win two-thirds of the three counties' total vote to pass.\u003c/p>\n\u003cp>East Bay state Sen. Steve Glazer, some other local officials and the East Bay Times oppose the bond. They argue that in the wake of pay raises granted after a pair of 2013 strikes and amid continuing service problems and other woes they blame on poor planning, BART management can't be trusted to handle money from the bond. \u003c/p>\n\u003cp>Glazer has also campaigned against three board incumbents who voted for the labor contracts that settled the 2013 labor dispute. He supports a slate of candidates who say they'll try to take a tougher line with the agency's union -- reforming work rules they term wasteful and inefficient, for instance -- and develop a more tightly crafted bond measure that would be put before voters in a future election. \u003c/p>\n\u003cp>Although no names were mentioned, one of the dozen or so officials who spoke took on Glazer's opposition directly. \u003c/p>\n\u003cp>\"I'm going to cut straight to the politics of this,\" said state. Sen. Mark Leno, D-San Francisco. \"To advocate a 'no' position on Measure RR without a viable, immediate alternative plan is merely irresponsible. Obstructionism is not a plan, and anger is not an answer. ... I really do implore everyone to vote yes, and if you hear anyone suggest otherwise, ask them, 'What is your plan?' We haven't got another four years to wait for another presidential election to come up with something else that may not be exactly the way one person wants it.\"\u003c/p>\n\u003cp>Glazer's fellow Orindan, City Councilmember Amy Worth, supports the bond measure but said she understands voters' concerns. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Concerns about BART's management \"do present challenges to the voter, so they're kind of torn,\" Worth said. \"It's really incumbent upon the BART board to demonstrate that it will fulfill its commitment to the voters.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A regional business group that’s one of the biggest supporters of BART’s $3.5 billion bond measure is firing back at opponents who have branded BART management as incompetent and untrustworthy to handle the money.\u003c/p>\n\u003cp>The Bay Area Council says opponents are waging a “scorched earth” campaign against the bond — on Tuesday’s ballot in San Francisco, Contra Costa and Alameda counties as Measure RR. Council officials say the bond critics will hurt BART service in the short run and erode support for the agency in the long run.\u003c/p>\n\u003cp>While acknowledging BART’s shortcomings, ranging from the disruptive strikes of 2013 to maintenance issues and frequent service disruptions, council chief Jim Wunderman says defeating the bond is the wrong way to fix the agency’s problems.\u003c/p>\n\u003cp>“If this was our house — and it is — and things were falling apart because we had neglected some things, we wouldn’t say, ‘Well, let’s just torch the place’ because we’ve been neglectful,” Wunderman said in an interview Thursday. “… We need to make an investment, and we need to realize this is all of our problem. Just pointing a finger at management or a labor contract isn’t going to be helpful in making sure the Bay Area continues to perform as a place.”\u003c/p>\n\u003cp>The anti-bond forces have been led by state Sen. Steve Glazer, the former mayor of Orinda elected to the Legislature last year largely on the strength of his promise to try to ban BART labor strikes, and by East Bay Times columnist Daniel Borenstein and the paper’s editorial page. They accuse the agency’s management and elected board of a wide range of sins, ranging from knuckling under to labor unions to settle the 2013 strikes to outright deceit in promoting the bond.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Measure RR would authorize BART to issue $3.5 billion in bonds over the next two decades to pay for core infrastructure upgrades, including new rails, new electrical systems, tunnel repairs and a modern train-control system. Other capital projects, such as the system’s new train cars and its revamped Hayward maintenance facility, are being financed through a combination of grants and funds set aside from BART’s operating revenue.\u003c/p>\n\u003cp>Property owners in the three BART counties would pay an annual levy ranging from about $9 to $17.50 per $100,000 of \u003cem>assessed\u003c/em> valuation (not market value), with the higher figure reached around 2035. Under that scenario, the additional annual tax for a home with an assessed value of $500,000 would be $45 a year near the outset of the bond program. The additional annual tax bill for a home with an assessed value of $1 million in 2035 would be around $175.\u003c/p>\n\u003cp>Measure RR would require a collective two-thirds Yes vote in the three counties to pass.\u003c/p>\n\u003cp>Glazer \u003ca href=\"http://elections.kqed.org/article/11060910/steve-glazer-bart-bond-measure\" target=\"_blank\" rel=\"noopener\">has likened\u003c/a> the current board members to unruly children who must not be rewarded for bad behavior. He says if voters want change on BART, they ought to vote down the bond, vote out most incumbents and let a new board of directors “do it right” with a revised financing proposal.\u003c/p>\n\u003cp>Borenstein and the East Bay Times have repeatedly denounced BART and the bond measure over the last several months. The columnist has labeled the measure a “\u003ca href=\"http://www.mercurynews.com/2016/08/11/borenstein-barts-bait-and-switch-could-fund-labor-costs/\" target=\"_blank\" rel=\"noopener\">bait and switch scheme\u003c/a>” that would allow the agency to spend bond funds indirectly on labor costs. The Times itself has editorialized against the measure not once but twice, saying residents of the three BART counties should vote “\u003ca href=\"http://www.eastbaytimes.com/2016/09/13/editorial-reject-barts-3-5-billion-bond-measure-east-bay-times/\" target=\"_blank\" rel=\"noopener\">hell no\u003c/a>” on the bond and labeling the proposal “\u003ca href=\"http://www.eastbaytimes.com/2016/10/28/editorial-reject-barts-measure-rr-high-pressure-sales-pitch/\" target=\"_blank\" rel=\"noopener\">a scam\u003c/a>.”\u003c/p>\n\u003cp>Rufus Jeffris, the Bay Area Council’s chief spokesman, said rhetoric like that could have an impact beyond Tuesday’s election.\u003c/p>\n\u003cp>“Sen. Glazer and others might argue that Measure RR should be defeated now, that reforms should be made, and then return with another measure in 2018,” he said in an email. “But decimating public opinion about the system could take years to repair and put BART is a position where 2018 isn’t a viable election.”\u003c/p>\n\u003cp>Wunderman said he recognizes BART leadership’s faults over the years.\u003c/p>\n\u003cp>“I don’t disagree that BART management has been imperfect on some issues, getting into the past, but the solution is not to then blow up BART to prove a point, because it’s not going to fix itself,” he said. “You can’t disagree that the system needs investment.”\u003c/p>\n\u003cp>Wunderman, who says he commutes to San Francisco from BART’s Pleasant Hill nearly daily, also argues the agency’s service, management and workers are getting a bad rap.\u003c/p>\n\u003cp>“I think BART management on the whole has done a great job,” Wunderman said. “Management is easy when everything works well and all you have to do is show up and go home at 5 o’clock. That’s not the story at BART. They’re playing a huge amount of catch-up and using chewing gum to fix parts. … I’ve been to the maintenance yards and seen what the workers do, and it’s actually very, very impressive. There’s a lot of spirit there, and I think it must be very dispiriting for people to do hard work and meaningful work and have it belittled.”\u003c/p>\n\u003cp>He applauds the agency for its increased use of operating revenues — the money it gets from fares, parking fees, sales tax and other sources — to pay for long-term capital improvements. In its fiscal 2016-17 budget, adopted in June, the agency designated $193 million from its operating revenues for new rail cars, system repairs and other projects. That figure has grown from $6.7 million at the depth of the Great Recession in 2009 and $52 million five years ago.\u003c/p>\n\u003cp>In an interview last week, Sen. Glazer dismissed BART management’s efforts to tap operating revenue to pay for its long-term, big-ticket needs.\u003c/p>\n\u003cp>“Well, look, they feel like they need to get everybody to like them now, so they’ve tried to improve their behavior,” he said, adding such steps are too little to make up for what he called decades of neglect.\u003c/p>\n\u003cp>Glazer conceded voting the bond down will have a negative impact on the system. But he added BART itself bears responsibility for that.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“There will be deterioration in the system,” he said. “They’re going to try to find a way to keep it together for all of us. But that’s a problem that’s not of our making now — that’s a problem that has been the making of the BART board and the BART managers.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A regional business group that’s one of the biggest supporters of BART’s $3.5 billion bond measure is firing back at opponents who have branded BART management as incompetent and untrustworthy to handle the money.\u003c/p>\n\u003cp>The Bay Area Council says opponents are waging a “scorched earth” campaign against the bond — on Tuesday’s ballot in San Francisco, Contra Costa and Alameda counties as Measure RR. Council officials say the bond critics will hurt BART service in the short run and erode support for the agency in the long run.\u003c/p>\n\u003cp>While acknowledging BART’s shortcomings, ranging from the disruptive strikes of 2013 to maintenance issues and frequent service disruptions, council chief Jim Wunderman says defeating the bond is the wrong way to fix the agency’s problems.\u003c/p>\n\u003cp>“If this was our house — and it is — and things were falling apart because we had neglected some things, we wouldn’t say, ‘Well, let’s just torch the place’ because we’ve been neglectful,” Wunderman said in an interview Thursday. “… We need to make an investment, and we need to realize this is all of our problem. Just pointing a finger at management or a labor contract isn’t going to be helpful in making sure the Bay Area continues to perform as a place.”\u003c/p>\n\u003cp>The anti-bond forces have been led by state Sen. Steve Glazer, the former mayor of Orinda elected to the Legislature last year largely on the strength of his promise to try to ban BART labor strikes, and by East Bay Times columnist Daniel Borenstein and the paper’s editorial page. They accuse the agency’s management and elected board of a wide range of sins, ranging from knuckling under to labor unions to settle the 2013 strikes to outright deceit in promoting the bond.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Measure RR would authorize BART to issue $3.5 billion in bonds over the next two decades to pay for core infrastructure upgrades, including new rails, new electrical systems, tunnel repairs and a modern train-control system. Other capital projects, such as the system’s new train cars and its revamped Hayward maintenance facility, are being financed through a combination of grants and funds set aside from BART’s operating revenue.\u003c/p>\n\u003cp>Property owners in the three BART counties would pay an annual levy ranging from about $9 to $17.50 per $100,000 of \u003cem>assessed\u003c/em> valuation (not market value), with the higher figure reached around 2035. Under that scenario, the additional annual tax for a home with an assessed value of $500,000 would be $45 a year near the outset of the bond program. The additional annual tax bill for a home with an assessed value of $1 million in 2035 would be around $175.\u003c/p>\n\u003cp>Measure RR would require a collective two-thirds Yes vote in the three counties to pass.\u003c/p>\n\u003cp>Glazer \u003ca href=\"http://elections.kqed.org/article/11060910/steve-glazer-bart-bond-measure\" target=\"_blank\" rel=\"noopener\">has likened\u003c/a> the current board members to unruly children who must not be rewarded for bad behavior. He says if voters want change on BART, they ought to vote down the bond, vote out most incumbents and let a new board of directors “do it right” with a revised financing proposal.\u003c/p>\n\u003cp>Borenstein and the East Bay Times have repeatedly denounced BART and the bond measure over the last several months. The columnist has labeled the measure a “\u003ca href=\"http://www.mercurynews.com/2016/08/11/borenstein-barts-bait-and-switch-could-fund-labor-costs/\" target=\"_blank\" rel=\"noopener\">bait and switch scheme\u003c/a>” that would allow the agency to spend bond funds indirectly on labor costs. The Times itself has editorialized against the measure not once but twice, saying residents of the three BART counties should vote “\u003ca href=\"http://www.eastbaytimes.com/2016/09/13/editorial-reject-barts-3-5-billion-bond-measure-east-bay-times/\" target=\"_blank\" rel=\"noopener\">hell no\u003c/a>” on the bond and labeling the proposal “\u003ca href=\"http://www.eastbaytimes.com/2016/10/28/editorial-reject-barts-measure-rr-high-pressure-sales-pitch/\" target=\"_blank\" rel=\"noopener\">a scam\u003c/a>.”\u003c/p>\n\u003cp>Rufus Jeffris, the Bay Area Council’s chief spokesman, said rhetoric like that could have an impact beyond Tuesday’s election.\u003c/p>\n\u003cp>“Sen. Glazer and others might argue that Measure RR should be defeated now, that reforms should be made, and then return with another measure in 2018,” he said in an email. “But decimating public opinion about the system could take years to repair and put BART is a position where 2018 isn’t a viable election.”\u003c/p>\n\u003cp>Wunderman said he recognizes BART leadership’s faults over the years.\u003c/p>\n\u003cp>“I don’t disagree that BART management has been imperfect on some issues, getting into the past, but the solution is not to then blow up BART to prove a point, because it’s not going to fix itself,” he said. “You can’t disagree that the system needs investment.”\u003c/p>\n\u003cp>Wunderman, who says he commutes to San Francisco from BART’s Pleasant Hill nearly daily, also argues the agency’s service, management and workers are getting a bad rap.\u003c/p>\n\u003cp>“I think BART management on the whole has done a great job,” Wunderman said. “Management is easy when everything works well and all you have to do is show up and go home at 5 o’clock. That’s not the story at BART. They’re playing a huge amount of catch-up and using chewing gum to fix parts. … I’ve been to the maintenance yards and seen what the workers do, and it’s actually very, very impressive. There’s a lot of spirit there, and I think it must be very dispiriting for people to do hard work and meaningful work and have it belittled.”\u003c/p>\n\u003cp>He applauds the agency for its increased use of operating revenues — the money it gets from fares, parking fees, sales tax and other sources — to pay for long-term capital improvements. In its fiscal 2016-17 budget, adopted in June, the agency designated $193 million from its operating revenues for new rail cars, system repairs and other projects. That figure has grown from $6.7 million at the depth of the Great Recession in 2009 and $52 million five years ago.\u003c/p>\n\u003cp>In an interview last week, Sen. Glazer dismissed BART management’s efforts to tap operating revenue to pay for its long-term, big-ticket needs.\u003c/p>\n\u003cp>“Well, look, they feel like they need to get everybody to like them now, so they’ve tried to improve their behavior,” he said, adding such steps are too little to make up for what he called decades of neglect.\u003c/p>\n\u003cp>Glazer conceded voting the bond down will have a negative impact on the system. But he added BART itself bears responsibility for that.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There will be deterioration in the system,” he said. “They’re going to try to find a way to keep it together for all of us. But that’s a problem that’s not of our making now — that’s a problem that has been the making of the BART board and the BART managers.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Bond Foes Say Agency Emails, Videos Violate Campaign Laws",
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"content": "\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/NLl0anKYiE0\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>BART is facing a spate of complaints that it's using public resources to campaign for Measure RR, the $3.5 billion infrastructure bond on next Tuesday's ballot.\u003c/p>\n\u003cp>State Sen. Steve Glazer, D-Orinda, an outspoken BART critic and Measure RR opponent, filed a complaint Oct. 16 with the state Fair Political Practices Commission that cited a pair of agency emails sent earlier this month.\u003c/p>\n\u003cp>Glazer's complaint notes the emails -- sent out with the subject lines \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161013\" target=\"_blank\">Get informed about Measure RR\u003c/a>\" and \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161004\" target=\"_blank\">What's threatening power to the people\u003c/a>?\" -- linked to articles on the bart.gov website describing the agency's infrastructure challenges and how the bond would help meet them. The articles also contain links to further information on BART's infrastructure plans.\u003c/p>\n\u003cp>\"These emails, linking to BART's website and YouTube channel, describe the need to pass the Measure RR bond,\" Glazer wrote in his complaint to the FPPC. He added that he believed the communications, \"produced and disseminated by BART at public expense,\" violated provisions of the state's Political Reform Act.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/The%20Political%20Reform%20Act/2016-act-final.pdf\" target=\"_blank\">The law\u003c/a> says flatly that no campaign-related mailings \"shall be sent at public expense.\" \u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/Regulations/Index/Chapter9/18901.1.pdf\" target=\"_blank\">FPPC regulations\u003c/a> and state court decisions \u003ca href=\"http://www.fppc.ca.gov/learn/campaign-rules/campaign-related-communications-at-public-expense.html\" target=\"_blank\">have expanded on\u003c/a> what publicly funded communications are allowable.\u003c/p>\n\u003cp>\"The general rule is that things have to be informational, not advocacy,\" Jay Wierenga, the FPPC's communications director, said Tuesday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that all of the transit system's Measure RR-related materials are educational.\u003c/p>\n\u003cp>\"BART can educate the public about the measure -- we just cannot advocate,\" she said.\u003c/p>\n\u003cp>A second FPPC complaint, filed by Lafayette attorney Jason Bezis last week, focuses on a video posted on a BART YouTube channel that feature Golden State Warriors player Draymond Green urging viewers \"to show BART some love\" by taking trains to the team's home games at Oakland's Oracle Arena.\u003c/p>\n\u003cp>Bezis, also a Measure RR opponent, contends that the video and BART social media messages referring to it use a series of phrases nearly identical to those employed by the formal\u003ca href=\"http://www.yesforbart.com/\" target=\"_blank\"> Yes on RR campaign\u003c/a>: \"BART is the backbone of the Bay Area,\" \"BART needs to stay safe and reliable\" and \"44 years.\"\u003c/p>\n\u003cp>\"I don't think it's an accidental coincidence that Draymond Green spoke the words 'safe and reliable' because that is the main message that the Yes on RR campaign is promoting for the bond measure,\" Bezis said in an interview Tuesday. \"It was completely unnecessary for them to be included in this so-called public service announcement.\"\u003c/p>\n\u003cp>Trost said via email that the Warriors \"gave us the video to use as part of joint efforts that date back many years to promote taking BART to the game. We do this with other sports teams and events as well.\" She said BART did not pay for the video and had no role in writing Green's script.\u003c/p>\n\u003cp>Bezis filed a second FPPC complaint against BART, alleging that a June video posted by the agency also violated the prohibition on spending public funds on a political campaign. The video, shot immediately after the BART board voted to place Measure RR on the November ballot, showed agency officials and community activists expressing support for the bond.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>FPPC spokesman Wierenga declined to comment on the specific complaints, but said the agency is bound by regulation to finish its initial review of complaints within 14 days, with the possibility of a 14-day extension.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/NLl0anKYiE0\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>BART is facing a spate of complaints that it's using public resources to campaign for Measure RR, the $3.5 billion infrastructure bond on next Tuesday's ballot.\u003c/p>\n\u003cp>State Sen. Steve Glazer, D-Orinda, an outspoken BART critic and Measure RR opponent, filed a complaint Oct. 16 with the state Fair Political Practices Commission that cited a pair of agency emails sent earlier this month.\u003c/p>\n\u003cp>Glazer's complaint notes the emails -- sent out with the subject lines \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161013\" target=\"_blank\">Get informed about Measure RR\u003c/a>\" and \"\u003ca href=\"http://www.bart.gov/news/articles/2016/news20161004\" target=\"_blank\">What's threatening power to the people\u003c/a>?\" -- linked to articles on the bart.gov website describing the agency's infrastructure challenges and how the bond would help meet them. The articles also contain links to further information on BART's infrastructure plans.\u003c/p>\n\u003cp>\"These emails, linking to BART's website and YouTube channel, describe the need to pass the Measure RR bond,\" Glazer wrote in his complaint to the FPPC. He added that he believed the communications, \"produced and disseminated by BART at public expense,\" violated provisions of the state's Political Reform Act.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/The%20Political%20Reform%20Act/2016-act-final.pdf\" target=\"_blank\">The law\u003c/a> says flatly that no campaign-related mailings \"shall be sent at public expense.\" \u003ca href=\"http://www.fppc.ca.gov/content/dam/fppc/NS-Documents/LegalDiv/Regulations/Index/Chapter9/18901.1.pdf\" target=\"_blank\">FPPC regulations\u003c/a> and state court decisions \u003ca href=\"http://www.fppc.ca.gov/learn/campaign-rules/campaign-related-communications-at-public-expense.html\" target=\"_blank\">have expanded on\u003c/a> what publicly funded communications are allowable.\u003c/p>\n\u003cp>\"The general rule is that things have to be informational, not advocacy,\" Jay Wierenga, the FPPC's communications director, said Tuesday.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said in an email that all of the transit system's Measure RR-related materials are educational.\u003c/p>\n\u003cp>\"BART can educate the public about the measure -- we just cannot advocate,\" she said.\u003c/p>\n\u003cp>A second FPPC complaint, filed by Lafayette attorney Jason Bezis last week, focuses on a video posted on a BART YouTube channel that feature Golden State Warriors player Draymond Green urging viewers \"to show BART some love\" by taking trains to the team's home games at Oakland's Oracle Arena.\u003c/p>\n\u003cp>Bezis, also a Measure RR opponent, contends that the video and BART social media messages referring to it use a series of phrases nearly identical to those employed by the formal\u003ca href=\"http://www.yesforbart.com/\" target=\"_blank\"> Yes on RR campaign\u003c/a>: \"BART is the backbone of the Bay Area,\" \"BART needs to stay safe and reliable\" and \"44 years.\"\u003c/p>\n\u003cp>\"I don't think it's an accidental coincidence that Draymond Green spoke the words 'safe and reliable' because that is the main message that the Yes on RR campaign is promoting for the bond measure,\" Bezis said in an interview Tuesday. \"It was completely unnecessary for them to be included in this so-called public service announcement.\"\u003c/p>\n\u003cp>Trost said via email that the Warriors \"gave us the video to use as part of joint efforts that date back many years to promote taking BART to the game. We do this with other sports teams and events as well.\" She said BART did not pay for the video and had no role in writing Green's script.\u003c/p>\n\u003cp>Bezis filed a second FPPC complaint against BART, alleging that a June video posted by the agency also violated the prohibition on spending public funds on a political campaign. The video, shot immediately after the BART board voted to place Measure RR on the November ballot, showed agency officials and community activists expressing support for the bond.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>FPPC spokesman Wierenga declined to comment on the specific complaints, but said the agency is bound by regulation to finish its initial review of complaints within 14 days, with the possibility of a 14-day extension.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART Shows Off 'Fleet of the Future' at Dublin/Pleasanton, El Cerrito del Norte",
"title": "BART Shows Off 'Fleet of the Future' at Dublin/Pleasanton, El Cerrito del Norte",
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"content": "\u003cp>A \u003ca href=\"http://bartable.bart.gov/events/meet-barts-new-trains-1\" target=\"_blank\">BART open house\u003c/a> this weekend: The transit agency is showing off its new \"Fleet of the Future\" cars on Saturday at the Dublin/Pleasanton station and Sunday at El Cerrito del Norte. \u003c/p>\n\u003cfigure id=\"attachment_11150098\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1020x631.jpg\" alt=\"A BART Fleet of the Future toy train car.\" width=\"400\" height=\"248\" class=\"size-large wp-image-11150098\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1020x631.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-160x99.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1180x730.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-960x594.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-240x149.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-375x232.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-520x322.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604.jpg 1512w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART Fleet of the Future toy train car. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11150181\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/29998019144_12245f6d92_o-e1477704516495.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/29998019144_12245f6d92_o-e1477704516495-1020x593.jpg\" alt=\"A BART Fleet of the Future toy train car, in crush mode.\" width=\"400\" height=\"243\" class=\"size-large wp-image-11150181\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART Fleet of the Future toy train car, in crush mode. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A three-car train will be on the rails from 11 a.m. to 4 p.m. at each station. The first 200 visitors each day will get a \"commemorative toy train\" -- actually a foam train car. (See illustration.)\u003c/p>\n\u003cp>The cars feature a wide variety of improvement over BART's current fleet, which went into service between the 1970s and mid-1990s. Besides smelling brand new, enhancements include:\u003c/p>\n\u003cul>\n\u003cli>Three platform doors, instead of the current two, to make it easier and faster for passengers to get on and off trains.\u003c/li>\n\u003cli>Improved ceiling-level ventilation.\u003c/li>\n\u003cli>Color-coded route signs visible to passengers on platform.\u003c/li>\n\u003cli>Electronic route maps that show trains current position.\u003c/li>\n\u003cli>Bike racks on some cars. \u003c/li>\n\u003cli>Seats that have been raised a little to make it easier to stand from a sitting position. Side benefit: Carry-on-size suitcases will fit beneath the higher seats.\u003c/li>\n\u003cli>Color-coded seats to designate space for riders with special needs. \u003c/li>\n\u003c/ul>\n\u003cp>For what it's worth, the new cars are configured with four fewer seats than the current models. Open-house visitors will have a chance to fill out a survey to tell BART what they think of the prototype vehicles.\u003c/p>\n\u003cp>Paul Oversier, BART's assistant general manager for operations, said at a Pleasant Hill open house earlier this month that the agency will start testing a 10-car prototype train on its main-line tracks by the end of the year. Passenger service on that train is slated to start sometime early in 2017. After that, BART expect to give the go-ahead to Canadian manufacturer Bombardier to begin full production of the new cars. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"We have to be satisfied with the performance of these 10 cars under real-world conditions -- i.e., the kind of crush-loading we see every day on the system,\" Oversier said. \"So we're going to put these 10 cars through their paces before we tell Bombardier, 'OK, we're ready to accept your production vehicles.'\"\u003c/p>\n\u003cp>BART expects the first 60 of the 775 cars currently on order to be rolling by the end of 2017. All the currently ordered new cars should be in hand by 2021. \u003c/p>\n\u003cp>The agency hopes to order another 300 or so new cars -- a move that depends on funding from partner agencies -- and would have a total fleet of 1,081 cars. That enlarged fleet would represent a 49 percent in seating capacity on the system and, if other projects fall into place, would allow BART to run 30 trains of 10 cars each into and out of San Francisco during rush hour. \u003c/p>\n\u003cp>That service expansion depends on BART installing a new train control system that would permit trains to safely run closer together. The new control system is one of the projects the agency hopes to fund with Measure RR, the $3.5 billion bond measure on the Nov. 8 ballot.\u003c/p>\n\u003cp>Oversier says the expanded service offers at least a glimmer of hope of better times for BART patrons, who are packed onto the system's trains as never before. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We know how incredibly crowded the trains are right now,\" he said. \"When I ride, I understand why people are upset. It's just not comfortable. They're crammed into the cars, the air conditioning's not the greatest, and I think these cars are going to represent a great upgrade in the customer experience.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"http://bartable.bart.gov/events/meet-barts-new-trains-1\" target=\"_blank\">BART open house\u003c/a> this weekend: The transit agency is showing off its new \"Fleet of the Future\" cars on Saturday at the Dublin/Pleasanton station and Sunday at El Cerrito del Norte. \u003c/p>\n\u003cfigure id=\"attachment_11150098\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1020x631.jpg\" alt=\"A BART Fleet of the Future toy train car.\" width=\"400\" height=\"248\" class=\"size-large wp-image-11150098\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1020x631.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-160x99.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-800x495.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-1180x730.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-960x594.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-240x149.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-375x232.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604-520x322.jpg 520w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/30592777916_09e782cac3_o-e1477700965604.jpg 1512w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART Fleet of the Future toy train car. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11150181\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/29998019144_12245f6d92_o-e1477704516495.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/29998019144_12245f6d92_o-e1477704516495-1020x593.jpg\" alt=\"A BART Fleet of the Future toy train car, in crush mode.\" width=\"400\" height=\"243\" class=\"size-large wp-image-11150181\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART Fleet of the Future toy train car, in crush mode. \u003ccite>(KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A three-car train will be on the rails from 11 a.m. to 4 p.m. at each station. The first 200 visitors each day will get a \"commemorative toy train\" -- actually a foam train car. (See illustration.)\u003c/p>\n\u003cp>The cars feature a wide variety of improvement over BART's current fleet, which went into service between the 1970s and mid-1990s. Besides smelling brand new, enhancements include:\u003c/p>\n\u003cul>\n\u003cli>Three platform doors, instead of the current two, to make it easier and faster for passengers to get on and off trains.\u003c/li>\n\u003cli>Improved ceiling-level ventilation.\u003c/li>\n\u003cli>Color-coded route signs visible to passengers on platform.\u003c/li>\n\u003cli>Electronic route maps that show trains current position.\u003c/li>\n\u003cli>Bike racks on some cars. \u003c/li>\n\u003cli>Seats that have been raised a little to make it easier to stand from a sitting position. Side benefit: Carry-on-size suitcases will fit beneath the higher seats.\u003c/li>\n\u003cli>Color-coded seats to designate space for riders with special needs. \u003c/li>\n\u003c/ul>\n\u003cp>For what it's worth, the new cars are configured with four fewer seats than the current models. Open-house visitors will have a chance to fill out a survey to tell BART what they think of the prototype vehicles.\u003c/p>\n\u003cp>Paul Oversier, BART's assistant general manager for operations, said at a Pleasant Hill open house earlier this month that the agency will start testing a 10-car prototype train on its main-line tracks by the end of the year. Passenger service on that train is slated to start sometime early in 2017. After that, BART expect to give the go-ahead to Canadian manufacturer Bombardier to begin full production of the new cars. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"We have to be satisfied with the performance of these 10 cars under real-world conditions -- i.e., the kind of crush-loading we see every day on the system,\" Oversier said. \"So we're going to put these 10 cars through their paces before we tell Bombardier, 'OK, we're ready to accept your production vehicles.'\"\u003c/p>\n\u003cp>BART expects the first 60 of the 775 cars currently on order to be rolling by the end of 2017. All the currently ordered new cars should be in hand by 2021. \u003c/p>\n\u003cp>The agency hopes to order another 300 or so new cars -- a move that depends on funding from partner agencies -- and would have a total fleet of 1,081 cars. That enlarged fleet would represent a 49 percent in seating capacity on the system and, if other projects fall into place, would allow BART to run 30 trains of 10 cars each into and out of San Francisco during rush hour. \u003c/p>\n\u003cp>That service expansion depends on BART installing a new train control system that would permit trains to safely run closer together. The new control system is one of the projects the agency hopes to fund with Measure RR, the $3.5 billion bond measure on the Nov. 8 ballot.\u003c/p>\n\u003cp>Oversier says the expanded service offers at least a glimmer of hope of better times for BART patrons, who are packed onto the system's trains as never before. \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We know how incredibly crowded the trains are right now,\" he said. \"When I ride, I understand why people are upset. It's just not comfortable. They're crammed into the cars, the air conditioning's not the greatest, and I think these cars are going to represent a great upgrade in the customer experience.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Solar Panels Coming to Two More BART Stations",
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"content": "\u003cp>BART is expanding the use of solar power at its stations.\u003c/p>\n\u003cp>The BART Board of Directors voted Thursday to approve a contract with the San Mateo-based SolarCity Corp. to install, operate and maintain solar photovoltaic systems (solar panels) at the Lafayette and \u003ca href=\"https://ww2.kqed.org/news/2015/11/12/cities-celebrate-barts-eastward-expansion-in-contra-costa-county/\" target=\"_blank\">new Antioch eBART\u003c/a> stations for the next 20 years.\u003c/p>\n\u003cp>Under the agreement, SolarCity will install solar panels on parking lot canopies at the two stations that not only are expected to generate enough energy to fully power the stations, but will also provide additional shade for commuters parking their cars.\u003c/p>\n\u003cp>\"These are two of the warmer locations that we have in the BART system,\" BART spokesman Chris Filippi said. \"So one advantage is that their cars are going to be a lot cooler because of this system.\"\u003c/p>\n\u003cp>BART's first foray into solar-powered stations came in 2007 at the Union City Station. After that, BART tried to get solar projects off the ground at the Lafayette and Orinda stations, but negotiations with the developer \u003ca href=\"http://www.mercurynews.com/2011/06/15/bart-holding-off-on-orinda-solar-carport-project/\" target=\"_blank\">fell through\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In December 2014, BART and SolarCity agreed to work together on solar power systems at up to five BART sites. Construction on the first system to come out of that collaboration was recently completed at the \u003ca href=\"https://ww2.kqed.org/news/2016/09/12/you-can-count-on-it-at-some-point-new-bart-station-will-open/\" target=\"_blank\">soon-to-open\u003c/a> Warm Springs Station.\u003c/p>\n\u003cp>\"As we get these newer stations, that's one thing that we're always looking at, is how can we be more energy-efficient? How can we make these systems even better before we get them to the public?\" Filippi said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Lafayette system is expected to be installed by April 1, 2017 and operational by July 1, 2017. Filippi said the Antioch eBART station is on track to open in late 2017 or early 2018, but the solar panels should be ready to go by Oct. 1, 2017.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is expanding the use of solar power at its stations.\u003c/p>\n\u003cp>The BART Board of Directors voted Thursday to approve a contract with the San Mateo-based SolarCity Corp. to install, operate and maintain solar photovoltaic systems (solar panels) at the Lafayette and \u003ca href=\"https://ww2.kqed.org/news/2015/11/12/cities-celebrate-barts-eastward-expansion-in-contra-costa-county/\" target=\"_blank\">new Antioch eBART\u003c/a> stations for the next 20 years.\u003c/p>\n\u003cp>Under the agreement, SolarCity will install solar panels on parking lot canopies at the two stations that not only are expected to generate enough energy to fully power the stations, but will also provide additional shade for commuters parking their cars.\u003c/p>\n\u003cp>\"These are two of the warmer locations that we have in the BART system,\" BART spokesman Chris Filippi said. \"So one advantage is that their cars are going to be a lot cooler because of this system.\"\u003c/p>\n\u003cp>BART's first foray into solar-powered stations came in 2007 at the Union City Station. After that, BART tried to get solar projects off the ground at the Lafayette and Orinda stations, but negotiations with the developer \u003ca href=\"http://www.mercurynews.com/2011/06/15/bart-holding-off-on-orinda-solar-carport-project/\" target=\"_blank\">fell through\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In December 2014, BART and SolarCity agreed to work together on solar power systems at up to five BART sites. Construction on the first system to come out of that collaboration was recently completed at the \u003ca href=\"https://ww2.kqed.org/news/2016/09/12/you-can-count-on-it-at-some-point-new-bart-station-will-open/\" target=\"_blank\">soon-to-open\u003c/a> Warm Springs Station.\u003c/p>\n\u003cp>\"As we get these newer stations, that's one thing that we're always looking at, is how can we be more energy-efficient? How can we make these systems even better before we get them to the public?\" Filippi said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Lafayette system is expected to be installed by April 1, 2017 and operational by July 1, 2017. Filippi said the Antioch eBART station is on track to open in late 2017 or early 2018, but the solar panels should be ready to go by Oct. 1, 2017.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "2016 BART Board Races: A Referendum on 2013 Strikes, Union Contracts",
"title": "2016 BART Board Races: A Referendum on 2013 Strikes, Union Contracts",
"headTitle": "Election 2016 | News Fix | KQED News",
"content": "\u003cp>\u003cem>Updated Tuesday 7:05 a.m.\u003c/em>\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>he BART Board of Directors is probably the most influential elected body in the Bay Area that most people seem to know nearly nothing about.\u003c/p>\n\u003cp>The nine members of the BART board play a huge part in the lives of the hundreds of thousands of individual passengers who ride BART each weekday as well as the legions who drive to work on highways that would be near permanent gridlock, were it not for the regional rapid transit system.\u003c/p>\n\u003cp>The board makes decisions that affect riders in large and small ways. It signs off on the agency's budget -- $1.8 billion in the current fiscal year. It approves big-ticket items like BART's new fleet of rail cars and has the final word on the district's labor contracts.\u003c/p>\n\u003cp>Who makes the call on \u003ca href=\"https://ww2.kqed.org/news/2015/03/13/bart-passengers-riding-in-harmony-with-bart-bicyclists-mostly/\" target=\"_blank\" rel=\"noopener noreferrer\">bikes on BART\u003c/a>? \u003ca href=\"http://www.sfgate.com/bayarea/article/Relief-at-last-BART-may-reopen-bathrooms-closed-9137675.php\" target=\"_blank\" rel=\"noopener noreferrer\">Closed station restrooms\u003c/a>? Banning \u003ca href=\"https://ww2.kqed.org/news/2016/04/14/bart-board-oks-penalties-for-seat-hogs/\" target=\"_blank\" rel=\"noopener noreferrer\">seat hogs\u003c/a>? Contracts to \u003ca href=\"https://ww2.kqed.org/news/2016/05/27/at-barts-16th-mission-station-the-rapture-is-nigh/\" target=\"_blank\" rel=\"noopener noreferrer\">fix station escalators\u003c/a>? BART \u003ca href=\"https://www.aclunc.org/blog/five-years-later-barts-cell-service-shutdown-still-wakeup-call\" target=\"_blank\" rel=\"noopener noreferrer\">police policy and oversight\u003c/a>?\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Answer: Board, board, board, board and board.\u003c/p>\n\u003cp>But let me ask: If you're one of the 2 million registered voters in the three BART counties -- Alameda, Contra Costa and San Francisco -- who's your representative on the BART board? My incredibly unscientific poll -- asking about a dozen people at a BART event whether they could identify the director for their district -- drew only shrugs.\u003c/p>\n\u003caside class=\"alignright\">2016 BART Races and Candidate Websites\n\u003cp>\u003cstrong>District 1 (Central Contra Costa County)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Gail Murray*\u003cbr>\n\u003ca href=\"http://www.gailmurrayforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">gailmurrayforbart.com\u003c/a>\u003c/li>\n\u003cli>Debora Allen\u003cbr>\n\u003ca href=\"http://deboraallen.com/\" target=\"_blank\" rel=\"noopener noreferrer\">deboraallen.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 3 (Alameda and Contra Costa)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Rebecca Saltzman*\u003cbr>\n\u003ca href=\"http://www.rebeccaforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">rebeccaforbart.com\u003c/a>\u003c/li>\n\u003cli>Ken Chew\u003cbr>\n\u003ca href=\"http://www.electkenchew.com\" target=\"_blank\" rel=\"noopener noreferrer\">electkenchew.com\u003c/a>\u003c/li>\n\u003cli>Worth Freeman\u003cbr>\n\u003ca href=\"http://makebartworthit.org\" target=\"_blank\" rel=\"noopener noreferrer\">makebartworthit.org\u003c/a>\u003c/li>\n\u003cli>Varun Paul\u003cbr>\n\u003ca href=\"http://paul4bart.weebly.com/\" target=\"_blank\" rel=\"noopener noreferrer\">paul4bart.weebly.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 5 (Southern Alameda)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>John McPartland*\u003cbr>\n\u003ca href=\"http://mcpartlandforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">mcpartlandforbart.com\u003c/a>\u003c/li>\n\u003cli>Jennifer Hosterman\u003cbr>\n\u003ca href=\"http://www.jenniferforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">jenniferforbart.com/\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 7 (W. Contra Costa and Alameda, E. San Francisco)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Zakhary Mallett*\u003cbr>\n\u003ca href=\"https://www.mallettforbart.com\" target=\"_blank\" rel=\"noopener noreferrer\">mallettforbart.com\u003c/a>\u003c/li>\n\u003cli>Roland Emerson\u003cbr>\n\u003ca href=\"https://www.facebook.com/RBEmerson3\" target=\"_blank\" rel=\"noopener noreferrer\">facebook.com/RBEmerson3\u003c/a>\u003c/li>\n\u003cli>Will Roscoe\u003cbr>\n\u003ca href=\"http://www.roscoeforbart.org/\" target=\"_blank\" rel=\"noopener noreferrer\">roscoeforbart.org\u003c/a>\u003c/li>\n\u003cli>Lateefah Simon\u003cbr>\n\u003ca href=\"http://www.lateefahforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">lateefahforbart.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 9 (Central San Francisco)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Gwyneth Borden\u003cbr>\n\u003ca href=\"http://www.bordenforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">bordenforbart.com\u003c/a>\u003c/li>\n\u003cli>Bevan Dufty\u003cbr>\n\u003ca href=\"http://www.bevandufty.com/\" target=\"_blank\" rel=\"noopener noreferrer\">bevandufty.com\u003c/a>\u003c/li>\n\u003cli>Michael Petrelis\u003cbr>\n\u003ca href=\"https://www.facebook.com/PetrelisFiles/\" target=\"_blank\" rel=\"noopener noreferrer\">facebook.com/PetrelisFiles\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>*\u003cem>Incumbent\u003c/em>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>If you don't know who your director is, by the way, that's not all on you. Your local news outlets, maybe even the one you're checking out right now, could probably pay more consistent attention to what's going on with all the stuff the board does. (Who's your board member? Take a look at \u003ca href=\"#bartmap\">the map\u003c/a> at the bottom of this post.)\u003c/p>\n\u003cp>The lack of familiarity appears to be reflected in how people vote, or simply don't vote at all, in BART board races. In 2012 and 2014, for instance, about one in four people who cast ballots refrained from voting for anyone in the BART contests.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>his year, voters will fill five of the nine BART board seats. Those five contests, along with \u003ca href=\"http://elections.kqed.org/article/2010101856855/measure-rr-asks-bay-area-voters-to-approve-3-5-billion-for-bart-improvements\" target=\"_blank\" rel=\"noopener noreferrer\">Measure RR\u003c/a>, the agency's $3.5 billion infrastructure bond, could have a profound impact on the transit system's future.\u003c/p>\n\u003cp>But the 2016 campaigns for both the board seats and the bond measure have become, to a large extent, a referendum on both the current frayed state of the system and the 2013 strikes that twice shut down service.\u003c/p>\n\u003cp>As to the state of the system: Any frequent rider can tell you that BART, which last fiscal year recorded an average of 433,000 weekday passenger trips compared to 345,000 five years ago, is overcrowded. Rush-hour trains are so packed that they often leave riders behind at its most heavily used Oakland and San Francisco stations. And those stations are more jammed than they've ever been. Average weekday exits at San Francisco's Embarcadero station, BART's busiest, have risen from 35,603 in fiscal 2010-11 to 47,643 in 2015-16, an increase of 34 percent. \u003c/p>\n\u003cp>Any rider can tell you that breakdowns are just one all-too-common feature of the BART experience. Among other frequent BART complaints:\u003c/p>\n\u003cul>\n\u003cli>Some stations and trains are dirty -- \"filthy\" is \u003ca href=\"https://www.google.com/webhp?sourceid=chrome-instant&ion=1&espv=2&ie=UTF-8#q=%22bart%22%20%22filthy%22\" target=\"_blank\" rel=\"noopener noreferrer\">a frequently used adjective\u003c/a>.\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/tickets/calculator\" target=\"_blank\" rel=\"noopener noreferrer\">Fares\u003c/a> are high, ranging from $1.95 one way on short hops to $7.75 for the longest run on the system, Pittsburg/Bay Point to Millbrae. (We're excluding the premium passengers pay to ride to San Francisco International Airport. Also note: youth and senior fares are a fraction of that cost, ranging from 70 cents to $2.90 one way).\u003c/li>\n\u003cli>Crime on the system is an issue that gained attention after a fatal shooting last January on a train in West Oakland. That incident led to the disclosure that virtually all the \"security cameras\" on BART trains are decoys, not the real thing.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">A\u003c/span>s to the hangover from the 2013 strikes: BART critics, notably state Sen. Steve Glazer, D-Orinda, and East Bay Times columnist Daniel Borenstein, argue that the agency's board and management caved in when they settled the labor dispute with worker unions -- an agreement that included a 15.8 percent wage increase. They also criticize a four-year contract extension negotiated earlier this year as too costly and doing nothing to head off future work stoppages.\u003c/p>\n\u003cp>That critique has expanded, with Glazer blasting the board as irresponsible and \u003ca href=\"http://elections.kqed.org/article/11060910/lawmakers-opposition-sparks-debate-over-bart-bond-measure\" target=\"_blank\" rel=\"noopener noreferrer\">urging voters\u003c/a> to replace three of the four incumbents who are standing for re-election next month.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/289028132&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Glazer is backing up the talk with cash, with campaign finance reports through Thursday showing his state Senate re-election committee has donated a total of $24,000 to three board candidates: District 7 Director Zakhary Mallett, who was the only board member to vote against the labor contracts, and challengers Debora Allen and Jennifer Hosterman.\u003c/p>\n\u003cp>\u003ca href=\"http://deboraallen.com/about_debora\" target=\"_blank\" rel=\"noopener noreferrer\">Allen\u003c/a> is a certified public accountant, entrepreneur and business consultant who ran as a Republican in an unsuccessful bid earlier this year for the state Assembly. She's running against \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_1.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 1 \u003c/a>incumbent \u003ca href=\"http://www.bart.gov/about/bod/bodMembersDetail_01\" target=\"_blank\" rel=\"noopener noreferrer\">Gail Murray\u003c/a>, a transportation industry consultant who is trying for her fourth term on the board.\u003c/p>\n\u003cp>\u003ca href=\"http://www.jenniferforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Hosterman\u003c/a> is a lawyer, real estate agent and former mayor of Pleasanton. She's running against \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_5.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 5\u003c/a> incumbent \u003ca href=\"http://www.bart.gov/about/bod/bodMembersDetail_05\" target=\"_blank\" rel=\"noopener noreferrer\">John McPartland\u003c/a>, a retired Army colonel, chief officer for the Oakland Fire Department and BART safety specialist, who is seeking his third term on the board.\u003c/p>\n\u003cp>(The two other board seats to be filled are in \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_3.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 3\u003c/a>, in which incumbent Rebecca Saltzman is running against former Moraga City Councilman Ken Chew and two other challengers, and \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_9.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 9\u003c/a>, a seat vacated by BART Board President Tom Radulovich. Bevan Dufty, a former member of the San Francisco Board of Supervisors and former chief of the city's homeless initiatives, is running against Gwyneth Borden, a member of the San Francisco Municipal Transportation Agency board, and longtime community activist Michael Petrelis.)\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">A\u003c/span>ll the races may be competitive -- it's hard to tell without \u003ca href=\"http://fivethirtyeight.com/\" target=\"_blank\" rel=\"noopener noreferrer\">FiveThirtyEight\u003c/a> breaking down the numbers. But the race that could say the most about the future of BART and its board is the above-mentioned District 7, where contract critic Zakhary Mallett, now finishing his first term on the board, is facing off with three others.\u003c/p>\n\u003cp>All three challengers are Oakland residents: Roland Emerson, who \u003ca href=\"https://acgreens.files.wordpress.com/2014/08/roland_emerson.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">describes himself\u003c/a> in a Green Party questionnaire as \"a working-class BART rider\" who wants to correct BART's decline; Will Roscoe, an engineer whose \u003ca href=\"http://www.roscoeforbart.org/updates/why-is-a-new-paradigm-needed-for-bart\" target=\"_blank\" rel=\"noopener noreferrer\">blueprint for BART\u003c/a> would essentially scrap train service in favor of developing a far-flung regional network of self-driving electric buses; and Lateefah Simon, a 2003 MacArthur \u003ca href=\"https://www.macfound.org/fellows/720/\" target=\"_blank\" rel=\"noopener noreferrer\">\"genius grant\" recipient\u003c/a> and politically well-connected social justice campaigner who currently serves on the California State University Board of Trustees.\u003c/p>\n\u003cp>But the main contest here -- as illustrated both by some high-profile endorsements and campaign fundraising -- is between Mallett (pronounced ma-LAY) and Simon.\u003c/p>\n\u003cp>The 29-year-old Mallett, who holds a master's degree in city planning from UC Berkeley and drives for Uber as he works to start up a business as a transportation consultant, has won the endorsements of the \u003ca href=\"http://www.sfchronicle.com/opinion/editorials/article/Chronicle-recommends-Re-elect-Mallett-for-BART-9972747.php\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Chronicle\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2016/09/21/editorial-bart-needs-allen-mallett-hosterman-chew-east-bay-times/\" target=\"_blank\" rel=\"noopener noreferrer\">East Bay Times\u003c/a>. Both praise him for standing against the district's labor contracts.\u003c/p>\n\u003cp>Simon, 39, is president of Oakland's \u003ca href=\"http://akonadi.org/akonadi/mission-values/\" target=\"_blank\" rel=\"noopener noreferrer\">Akonadi Foundation\u003c/a>, an organization founded by major Democratic Party donors \u003ca href=\"http://www.sfgate.com/politics/joegarofoli/article/Obama-s-Piedmont-backers-an-emerging-force-3726863.php\" target=\"_blank\" rel=\"noopener noreferrer\">Quinn Delaney and Wayne Jordan\u003c/a> that focuses its philanthropy on racial justice initiatives.\u003c/p>\n\u003cp>Simon's career working in social justice organizations has yielded a collection of big-name endorsements, including state Attorney General Kamala Harris and Lt. Gov. Gavin Newsom.\u003c/p>\n\u003cp>That backing is matched by fundraising that, while small potatoes in a state where donors have shoved \u003ca href=\"http://elections.kqed.org/article/politics-and-government/11138545/donors-pour-record-450-million-into-california-initiatives\" target=\"_blank\" rel=\"noopener noreferrer\">mountains of cash\u003c/a> into statewide initiative campaigns, is unusually robust for a typically low-key, and low-dollar, transit board race.\u003c/p>\n\u003cp>As of Monday, Simon's campaign had reported raising about $240,000. Most of the money has come in more than 1,000 individual donations, the campaign says, many of them in the $10 to $50 range. Campaign reports detail hundreds of larger donations from contributors including Olis Simmons, head of East Oakland's \u003ca href=\"http://www.youthuprising.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Youth UpRising\u003c/a>, BART board member Nick Josefowitz and Silicon Valley philanthropist \u003ca href=\"http://www.insidephilanthropy.com/tech-philanthropy/2013/9/12/meet-cari-tuna-the-woman-giving-away-dustin-moskovitzs-faceb.html\" target=\"_blank\" rel=\"noopener noreferrer\">Cari Tuna\u003c/a>.\u003c/p>\n\u003cp>Simon has also gotten major donations in the last month from two groups sponsored by the Service Employees International Union Local 1021, one of BART's unions, and progressive community groups. The Richmond Working Families committee has donated $23,000 in cash and in-kind support like canvassing; a parallel committee, Oakland Working Families, has contributed $16,000 to Simon's campaign.\u003c/p>\n\u003cp>Campaign finance records show Mallett has raised just over $62,000 to date. His biggest donor: Steve Glazer's campaign committee, which has given him $9,000 so far -- $8,000 of that in two contributions last week. San Ramon's United Contractors Association PAC has kicked in $8,000. Republic Urban Properties, which is developing \u003ca href=\"http://www.republicfamilyofcompanies.com/developments/development-detail/republic-millbrae-bart/\" target=\"_blank\" rel=\"noopener noreferrer\">a residential and commercial project\u003c/a> at BART's Millbrae Station, has donated $5,000.\u003c/p>\n\u003cp>Mallett's other major donors are BART contractors, including Taber Construction, which has given $3,000 in this election cycle, and East Bay engineering contractor Kal Krishnan and his firm, which together have donated $3,000.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">M\u003c/span>allett says that high among his priorities if he's re-elected to the board will be pursuing a BART expansion from Richmond up along the Interstate 80 corridor to San Pablo, Pinole and Hercules.\u003c/p>\n\u003cfigure id=\"attachment_11144266\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/mallett.jpg\">\u003cimg class=\"wp-image-11144266 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/mallett-1020x705.jpg\" alt=\"BART District 7 Director Zakhary Mallett at MacArthur station.\" width=\"640\" height=\"442\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1020x705.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-160x111.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-800x553.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1920x1327.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1180x815.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-960x663.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-240x166.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-375x259.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-520x359.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART District 7 Director Zakhary Mallett at MacArthur Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That idea \"has moved further in the last two years than in the 20 years prior,\" Mallett said in an interview at MacArthur BART. He also champions in-fill development projects at MacArthur and down the line at BART's West Oakland Station.\u003c/p>\n\u003cp>But his main concern, he says, is finance -- and that leads directly to discussion of the agency's labor contracts.\u003c/p>\n\u003cp>\"Labor costs are out of control and unreasonable,\" Mallett says. \"The sorts of benefits we give our workforce from the top to the bottom are not heard of in most environments, and the work rules are woefully deficient.\"\u003c/p>\n\u003cp>Mallett says workers are not paying enough into their pensions and criticizes contract provisions that guarantee what he calls \"nominal\" rates -- currently $137 a month -- for family medical coverage. Among the work rules he wants changed is one \u003ca href=\"https://www.mallettforbart.com/accomplishments-priorities/financially-responsible/costly-bart-contract-provisions/\" target=\"_blank\" rel=\"noopener noreferrer\">he says\u003c/a> allows BART train operators to work just 4½ hours in an eight-hour workday.\u003c/p>\n\u003cp>Mallett also wants to get rid of \u003ca href=\"http://www.mercurynews.com/2013/08/01/barts-free-ride-program-among-bay-areas-most-generous/\" target=\"_blank\" rel=\"noopener noreferrer\">a policy\u003c/a> that gives BART workers free rides for life -- and extends the benefit to their spouses and to children up to the age of 24.\u003c/p>\n\u003cp>\"I think workers having free rides while they're working at BART is one thing,\" Mallett said. \"But for it to be extended to as many family members as it is and to continue after retirement are the two big sores that I have\" with the policy.\u003c/p>\n\u003cp>Mallett implicitly endorses Glazer's call for a new group of BART directors who will address the contract issues.\u003c/p>\n\u003cp>\"People need to take interest in this election cycle and put into BART leadership those who they feel will be fiscally responsible,\" he says.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">S\u003c/span>imon's campaign focuses on her daily experience as a legally blind single mom who's completely reliant on BART.\u003c/p>\n\u003cfigure id=\"attachment_11144269\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/simon.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/simon-1020x1596.jpg\" alt=\"BART board candidate Lateefah Simon, outside Oakland's 12th Street station. \" width=\"400\" height=\"682\" class=\"size-large wp-image-11144269\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART board candidate Lateefah Simon, outside Oakland's 12th Street station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I'm running for my life,\" she says. \"If the BART system doesn't work, guess what? I can't bring my kid to school. And there are tens of thousands of other disabled folks in the Bay Area, elderly folks, children and families who are actually relying on this system.\"\u003c/p>\n\u003cp>Simon's \u003ca href=\"https://www.lateefahforbart.com/issues\" target=\"_blank\" rel=\"noopener noreferrer\">program for fixing BART\u003c/a> starts with making the agency's finances more transparent to the public and making the system more affordable and accessible. But she says she feels that the focus on BART's labor costs and union contracts is divisive and counterproductive, and that BART management and labor unions have made progress in building a more cooperative relationship.\u003c/p>\n\u003cp>\"I won't throw workers under the bus,\" Simon says. \"I'll have a sophisticated conversation about how we work with labor and develop really good relationships with labor instead of pushing the media to have a visceral reaction to the very difficult work labor and management are doing to create some peace.\"\u003c/p>\n\u003cp>Simon takes issue with a view voiced explicitly by the East Bay Times that she's labor's \"chosen candidate,\" on the ballot with a mission to unseat Mallett.\u003c/p>\n\u003cp>\"Anybody who knows my career knows I've never been bought or bossed by anybody,\" she says. \"The $500 million labor cost of a $1.8 billion budget -- of course we need to look at that line by line every single year in partnership with labor, in partnership with real workers, in partnership with fiscal experts.\"\u003c/p>\n\u003cp>Simon adds she won't accept contributions from BART contractors and would like to restrict contributions from those who bid on work for the agency.\u003c/p>\n\u003cp>\"What riders deserve and what they need is a pretty pure voice,\" she says. \"I want to partner with real stakeholders and not just folks who are interested in contracts.\"\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>here's one thing that Simon and Mallett pretty much agree on: Measure RR, the $3.5 billion BART bond.\u003c/p>\n\u003cp>Mallett says that while he agrees with those who have expressed concerns about BART's \"historic financial mismanagement,\" the need for money to help revamp the system's infrastructure is a separate issue.\u003c/p>\n\u003cp>\"We need to reinvest in BART, period,\" he says.\u003c/p>\n\u003cp>Simon gives Measure RR an unqualified endorsement.\u003c/p>\n\u003cp>\"We need the public to invest again in the transit system, to make it safer, to make it reliable and to make it faster,\" she says. \"This is an opportunity, but when we pass this measure, what I want to happen is to regain the public's trust again. That means we have to spend it well -- they have to see new cars, they have to see a habitual fixing up of the system every single day. ... We have to think about continuous care for our system.\"\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe src=\"https://www.google.com/maps/d/embed?mid=1Rr1dKRdePfUMMDPIr6PniD7USw0\" width=\"800\" height=\"600\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Tuesday 7:05 a.m.\u003c/em>\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>he BART Board of Directors is probably the most influential elected body in the Bay Area that most people seem to know nearly nothing about.\u003c/p>\n\u003cp>The nine members of the BART board play a huge part in the lives of the hundreds of thousands of individual passengers who ride BART each weekday as well as the legions who drive to work on highways that would be near permanent gridlock, were it not for the regional rapid transit system.\u003c/p>\n\u003cp>The board makes decisions that affect riders in large and small ways. It signs off on the agency's budget -- $1.8 billion in the current fiscal year. It approves big-ticket items like BART's new fleet of rail cars and has the final word on the district's labor contracts.\u003c/p>\n\u003cp>Who makes the call on \u003ca href=\"https://ww2.kqed.org/news/2015/03/13/bart-passengers-riding-in-harmony-with-bart-bicyclists-mostly/\" target=\"_blank\" rel=\"noopener noreferrer\">bikes on BART\u003c/a>? \u003ca href=\"http://www.sfgate.com/bayarea/article/Relief-at-last-BART-may-reopen-bathrooms-closed-9137675.php\" target=\"_blank\" rel=\"noopener noreferrer\">Closed station restrooms\u003c/a>? Banning \u003ca href=\"https://ww2.kqed.org/news/2016/04/14/bart-board-oks-penalties-for-seat-hogs/\" target=\"_blank\" rel=\"noopener noreferrer\">seat hogs\u003c/a>? Contracts to \u003ca href=\"https://ww2.kqed.org/news/2016/05/27/at-barts-16th-mission-station-the-rapture-is-nigh/\" target=\"_blank\" rel=\"noopener noreferrer\">fix station escalators\u003c/a>? BART \u003ca href=\"https://www.aclunc.org/blog/five-years-later-barts-cell-service-shutdown-still-wakeup-call\" target=\"_blank\" rel=\"noopener noreferrer\">police policy and oversight\u003c/a>?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Answer: Board, board, board, board and board.\u003c/p>\n\u003cp>But let me ask: If you're one of the 2 million registered voters in the three BART counties -- Alameda, Contra Costa and San Francisco -- who's your representative on the BART board? My incredibly unscientific poll -- asking about a dozen people at a BART event whether they could identify the director for their district -- drew only shrugs.\u003c/p>\n\u003caside class=\"alignright\">2016 BART Races and Candidate Websites\n\u003cp>\u003cstrong>District 1 (Central Contra Costa County)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Gail Murray*\u003cbr>\n\u003ca href=\"http://www.gailmurrayforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">gailmurrayforbart.com\u003c/a>\u003c/li>\n\u003cli>Debora Allen\u003cbr>\n\u003ca href=\"http://deboraallen.com/\" target=\"_blank\" rel=\"noopener noreferrer\">deboraallen.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 3 (Alameda and Contra Costa)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Rebecca Saltzman*\u003cbr>\n\u003ca href=\"http://www.rebeccaforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">rebeccaforbart.com\u003c/a>\u003c/li>\n\u003cli>Ken Chew\u003cbr>\n\u003ca href=\"http://www.electkenchew.com\" target=\"_blank\" rel=\"noopener noreferrer\">electkenchew.com\u003c/a>\u003c/li>\n\u003cli>Worth Freeman\u003cbr>\n\u003ca href=\"http://makebartworthit.org\" target=\"_blank\" rel=\"noopener noreferrer\">makebartworthit.org\u003c/a>\u003c/li>\n\u003cli>Varun Paul\u003cbr>\n\u003ca href=\"http://paul4bart.weebly.com/\" target=\"_blank\" rel=\"noopener noreferrer\">paul4bart.weebly.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 5 (Southern Alameda)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>John McPartland*\u003cbr>\n\u003ca href=\"http://mcpartlandforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">mcpartlandforbart.com\u003c/a>\u003c/li>\n\u003cli>Jennifer Hosterman\u003cbr>\n\u003ca href=\"http://www.jenniferforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">jenniferforbart.com/\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 7 (W. Contra Costa and Alameda, E. San Francisco)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Zakhary Mallett*\u003cbr>\n\u003ca href=\"https://www.mallettforbart.com\" target=\"_blank\" rel=\"noopener noreferrer\">mallettforbart.com\u003c/a>\u003c/li>\n\u003cli>Roland Emerson\u003cbr>\n\u003ca href=\"https://www.facebook.com/RBEmerson3\" target=\"_blank\" rel=\"noopener noreferrer\">facebook.com/RBEmerson3\u003c/a>\u003c/li>\n\u003cli>Will Roscoe\u003cbr>\n\u003ca href=\"http://www.roscoeforbart.org/\" target=\"_blank\" rel=\"noopener noreferrer\">roscoeforbart.org\u003c/a>\u003c/li>\n\u003cli>Lateefah Simon\u003cbr>\n\u003ca href=\"http://www.lateefahforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">lateefahforbart.com\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>District 9 (Central San Francisco)\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Gwyneth Borden\u003cbr>\n\u003ca href=\"http://www.bordenforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">bordenforbart.com\u003c/a>\u003c/li>\n\u003cli>Bevan Dufty\u003cbr>\n\u003ca href=\"http://www.bevandufty.com/\" target=\"_blank\" rel=\"noopener noreferrer\">bevandufty.com\u003c/a>\u003c/li>\n\u003cli>Michael Petrelis\u003cbr>\n\u003ca href=\"https://www.facebook.com/PetrelisFiles/\" target=\"_blank\" rel=\"noopener noreferrer\">facebook.com/PetrelisFiles\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>*\u003cem>Incumbent\u003c/em>\u003cbr>\n\u003c/p>\u003c/aside>\n\u003cp>If you don't know who your director is, by the way, that's not all on you. Your local news outlets, maybe even the one you're checking out right now, could probably pay more consistent attention to what's going on with all the stuff the board does. (Who's your board member? Take a look at \u003ca href=\"#bartmap\">the map\u003c/a> at the bottom of this post.)\u003c/p>\n\u003cp>The lack of familiarity appears to be reflected in how people vote, or simply don't vote at all, in BART board races. In 2012 and 2014, for instance, about one in four people who cast ballots refrained from voting for anyone in the BART contests.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>his year, voters will fill five of the nine BART board seats. Those five contests, along with \u003ca href=\"http://elections.kqed.org/article/2010101856855/measure-rr-asks-bay-area-voters-to-approve-3-5-billion-for-bart-improvements\" target=\"_blank\" rel=\"noopener noreferrer\">Measure RR\u003c/a>, the agency's $3.5 billion infrastructure bond, could have a profound impact on the transit system's future.\u003c/p>\n\u003cp>But the 2016 campaigns for both the board seats and the bond measure have become, to a large extent, a referendum on both the current frayed state of the system and the 2013 strikes that twice shut down service.\u003c/p>\n\u003cp>As to the state of the system: Any frequent rider can tell you that BART, which last fiscal year recorded an average of 433,000 weekday passenger trips compared to 345,000 five years ago, is overcrowded. Rush-hour trains are so packed that they often leave riders behind at its most heavily used Oakland and San Francisco stations. And those stations are more jammed than they've ever been. Average weekday exits at San Francisco's Embarcadero station, BART's busiest, have risen from 35,603 in fiscal 2010-11 to 47,643 in 2015-16, an increase of 34 percent. \u003c/p>\n\u003cp>Any rider can tell you that breakdowns are just one all-too-common feature of the BART experience. Among other frequent BART complaints:\u003c/p>\n\u003cul>\n\u003cli>Some stations and trains are dirty -- \"filthy\" is \u003ca href=\"https://www.google.com/webhp?sourceid=chrome-instant&ion=1&espv=2&ie=UTF-8#q=%22bart%22%20%22filthy%22\" target=\"_blank\" rel=\"noopener noreferrer\">a frequently used adjective\u003c/a>.\u003c/li>\n\u003cli>\u003ca href=\"https://www.bart.gov/tickets/calculator\" target=\"_blank\" rel=\"noopener noreferrer\">Fares\u003c/a> are high, ranging from $1.95 one way on short hops to $7.75 for the longest run on the system, Pittsburg/Bay Point to Millbrae. (We're excluding the premium passengers pay to ride to San Francisco International Airport. Also note: youth and senior fares are a fraction of that cost, ranging from 70 cents to $2.90 one way).\u003c/li>\n\u003cli>Crime on the system is an issue that gained attention after a fatal shooting last January on a train in West Oakland. That incident led to the disclosure that virtually all the \"security cameras\" on BART trains are decoys, not the real thing.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">A\u003c/span>s to the hangover from the 2013 strikes: BART critics, notably state Sen. Steve Glazer, D-Orinda, and East Bay Times columnist Daniel Borenstein, argue that the agency's board and management caved in when they settled the labor dispute with worker unions -- an agreement that included a 15.8 percent wage increase. They also criticize a four-year contract extension negotiated earlier this year as too costly and doing nothing to head off future work stoppages.\u003c/p>\n\u003cp>That critique has expanded, with Glazer blasting the board as irresponsible and \u003ca href=\"http://elections.kqed.org/article/11060910/lawmakers-opposition-sparks-debate-over-bart-bond-measure\" target=\"_blank\" rel=\"noopener noreferrer\">urging voters\u003c/a> to replace three of the four incumbents who are standing for re-election next month.\u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/289028132&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Glazer is backing up the talk with cash, with campaign finance reports through Thursday showing his state Senate re-election committee has donated a total of $24,000 to three board candidates: District 7 Director Zakhary Mallett, who was the only board member to vote against the labor contracts, and challengers Debora Allen and Jennifer Hosterman.\u003c/p>\n\u003cp>\u003ca href=\"http://deboraallen.com/about_debora\" target=\"_blank\" rel=\"noopener noreferrer\">Allen\u003c/a> is a certified public accountant, entrepreneur and business consultant who ran as a Republican in an unsuccessful bid earlier this year for the state Assembly. She's running against \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_1.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 1 \u003c/a>incumbent \u003ca href=\"http://www.bart.gov/about/bod/bodMembersDetail_01\" target=\"_blank\" rel=\"noopener noreferrer\">Gail Murray\u003c/a>, a transportation industry consultant who is trying for her fourth term on the board.\u003c/p>\n\u003cp>\u003ca href=\"http://www.jenniferforbart.com/\" target=\"_blank\" rel=\"noopener noreferrer\">Hosterman\u003c/a> is a lawyer, real estate agent and former mayor of Pleasanton. She's running against \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_5.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 5\u003c/a> incumbent \u003ca href=\"http://www.bart.gov/about/bod/bodMembersDetail_05\" target=\"_blank\" rel=\"noopener noreferrer\">John McPartland\u003c/a>, a retired Army colonel, chief officer for the Oakland Fire Department and BART safety specialist, who is seeking his third term on the board.\u003c/p>\n\u003cp>(The two other board seats to be filled are in \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_3.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 3\u003c/a>, in which incumbent Rebecca Saltzman is running against former Moraga City Councilman Ken Chew and two other challengers, and \u003ca href=\"http://www.bart.gov/sites/default/files/docs/bart_9.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">District 9\u003c/a>, a seat vacated by BART Board President Tom Radulovich. Bevan Dufty, a former member of the San Francisco Board of Supervisors and former chief of the city's homeless initiatives, is running against Gwyneth Borden, a member of the San Francisco Municipal Transportation Agency board, and longtime community activist Michael Petrelis.)\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">A\u003c/span>ll the races may be competitive -- it's hard to tell without \u003ca href=\"http://fivethirtyeight.com/\" target=\"_blank\" rel=\"noopener noreferrer\">FiveThirtyEight\u003c/a> breaking down the numbers. But the race that could say the most about the future of BART and its board is the above-mentioned District 7, where contract critic Zakhary Mallett, now finishing his first term on the board, is facing off with three others.\u003c/p>\n\u003cp>All three challengers are Oakland residents: Roland Emerson, who \u003ca href=\"https://acgreens.files.wordpress.com/2014/08/roland_emerson.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">describes himself\u003c/a> in a Green Party questionnaire as \"a working-class BART rider\" who wants to correct BART's decline; Will Roscoe, an engineer whose \u003ca href=\"http://www.roscoeforbart.org/updates/why-is-a-new-paradigm-needed-for-bart\" target=\"_blank\" rel=\"noopener noreferrer\">blueprint for BART\u003c/a> would essentially scrap train service in favor of developing a far-flung regional network of self-driving electric buses; and Lateefah Simon, a 2003 MacArthur \u003ca href=\"https://www.macfound.org/fellows/720/\" target=\"_blank\" rel=\"noopener noreferrer\">\"genius grant\" recipient\u003c/a> and politically well-connected social justice campaigner who currently serves on the California State University Board of Trustees.\u003c/p>\n\u003cp>But the main contest here -- as illustrated both by some high-profile endorsements and campaign fundraising -- is between Mallett (pronounced ma-LAY) and Simon.\u003c/p>\n\u003cp>The 29-year-old Mallett, who holds a master's degree in city planning from UC Berkeley and drives for Uber as he works to start up a business as a transportation consultant, has won the endorsements of the \u003ca href=\"http://www.sfchronicle.com/opinion/editorials/article/Chronicle-recommends-Re-elect-Mallett-for-BART-9972747.php\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Chronicle\u003c/a> and \u003ca href=\"http://www.eastbaytimes.com/2016/09/21/editorial-bart-needs-allen-mallett-hosterman-chew-east-bay-times/\" target=\"_blank\" rel=\"noopener noreferrer\">East Bay Times\u003c/a>. Both praise him for standing against the district's labor contracts.\u003c/p>\n\u003cp>Simon, 39, is president of Oakland's \u003ca href=\"http://akonadi.org/akonadi/mission-values/\" target=\"_blank\" rel=\"noopener noreferrer\">Akonadi Foundation\u003c/a>, an organization founded by major Democratic Party donors \u003ca href=\"http://www.sfgate.com/politics/joegarofoli/article/Obama-s-Piedmont-backers-an-emerging-force-3726863.php\" target=\"_blank\" rel=\"noopener noreferrer\">Quinn Delaney and Wayne Jordan\u003c/a> that focuses its philanthropy on racial justice initiatives.\u003c/p>\n\u003cp>Simon's career working in social justice organizations has yielded a collection of big-name endorsements, including state Attorney General Kamala Harris and Lt. Gov. Gavin Newsom.\u003c/p>\n\u003cp>That backing is matched by fundraising that, while small potatoes in a state where donors have shoved \u003ca href=\"http://elections.kqed.org/article/politics-and-government/11138545/donors-pour-record-450-million-into-california-initiatives\" target=\"_blank\" rel=\"noopener noreferrer\">mountains of cash\u003c/a> into statewide initiative campaigns, is unusually robust for a typically low-key, and low-dollar, transit board race.\u003c/p>\n\u003cp>As of Monday, Simon's campaign had reported raising about $240,000. Most of the money has come in more than 1,000 individual donations, the campaign says, many of them in the $10 to $50 range. Campaign reports detail hundreds of larger donations from contributors including Olis Simmons, head of East Oakland's \u003ca href=\"http://www.youthuprising.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Youth UpRising\u003c/a>, BART board member Nick Josefowitz and Silicon Valley philanthropist \u003ca href=\"http://www.insidephilanthropy.com/tech-philanthropy/2013/9/12/meet-cari-tuna-the-woman-giving-away-dustin-moskovitzs-faceb.html\" target=\"_blank\" rel=\"noopener noreferrer\">Cari Tuna\u003c/a>.\u003c/p>\n\u003cp>Simon has also gotten major donations in the last month from two groups sponsored by the Service Employees International Union Local 1021, one of BART's unions, and progressive community groups. The Richmond Working Families committee has donated $23,000 in cash and in-kind support like canvassing; a parallel committee, Oakland Working Families, has contributed $16,000 to Simon's campaign.\u003c/p>\n\u003cp>Campaign finance records show Mallett has raised just over $62,000 to date. His biggest donor: Steve Glazer's campaign committee, which has given him $9,000 so far -- $8,000 of that in two contributions last week. San Ramon's United Contractors Association PAC has kicked in $8,000. Republic Urban Properties, which is developing \u003ca href=\"http://www.republicfamilyofcompanies.com/developments/development-detail/republic-millbrae-bart/\" target=\"_blank\" rel=\"noopener noreferrer\">a residential and commercial project\u003c/a> at BART's Millbrae Station, has donated $5,000.\u003c/p>\n\u003cp>Mallett's other major donors are BART contractors, including Taber Construction, which has given $3,000 in this election cycle, and East Bay engineering contractor Kal Krishnan and his firm, which together have donated $3,000.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">M\u003c/span>allett says that high among his priorities if he's re-elected to the board will be pursuing a BART expansion from Richmond up along the Interstate 80 corridor to San Pablo, Pinole and Hercules.\u003c/p>\n\u003cfigure id=\"attachment_11144266\" class=\"wp-caption alignleft\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/mallett.jpg\">\u003cimg class=\"wp-image-11144266 size-large\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/mallett-1020x705.jpg\" alt=\"BART District 7 Director Zakhary Mallett at MacArthur station.\" width=\"640\" height=\"442\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1020x705.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-160x111.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-800x553.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1920x1327.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-1180x815.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-960x663.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-240x166.jpg 240w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-375x259.jpg 375w, https://ww2.kqed.org/app/uploads/sites/10/2016/10/mallett-520x359.jpg 520w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART District 7 Director Zakhary Mallett at MacArthur Station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That idea \"has moved further in the last two years than in the 20 years prior,\" Mallett said in an interview at MacArthur BART. He also champions in-fill development projects at MacArthur and down the line at BART's West Oakland Station.\u003c/p>\n\u003cp>But his main concern, he says, is finance -- and that leads directly to discussion of the agency's labor contracts.\u003c/p>\n\u003cp>\"Labor costs are out of control and unreasonable,\" Mallett says. \"The sorts of benefits we give our workforce from the top to the bottom are not heard of in most environments, and the work rules are woefully deficient.\"\u003c/p>\n\u003cp>Mallett says workers are not paying enough into their pensions and criticizes contract provisions that guarantee what he calls \"nominal\" rates -- currently $137 a month -- for family medical coverage. Among the work rules he wants changed is one \u003ca href=\"https://www.mallettforbart.com/accomplishments-priorities/financially-responsible/costly-bart-contract-provisions/\" target=\"_blank\" rel=\"noopener noreferrer\">he says\u003c/a> allows BART train operators to work just 4½ hours in an eight-hour workday.\u003c/p>\n\u003cp>Mallett also wants to get rid of \u003ca href=\"http://www.mercurynews.com/2013/08/01/barts-free-ride-program-among-bay-areas-most-generous/\" target=\"_blank\" rel=\"noopener noreferrer\">a policy\u003c/a> that gives BART workers free rides for life -- and extends the benefit to their spouses and to children up to the age of 24.\u003c/p>\n\u003cp>\"I think workers having free rides while they're working at BART is one thing,\" Mallett said. \"But for it to be extended to as many family members as it is and to continue after retirement are the two big sores that I have\" with the policy.\u003c/p>\n\u003cp>Mallett implicitly endorses Glazer's call for a new group of BART directors who will address the contract issues.\u003c/p>\n\u003cp>\"People need to take interest in this election cycle and put into BART leadership those who they feel will be fiscally responsible,\" he says.\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">S\u003c/span>imon's campaign focuses on her daily experience as a legally blind single mom who's completely reliant on BART.\u003c/p>\n\u003cfigure id=\"attachment_11144269\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/simon.jpg\">\u003cimg src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/10/simon-1020x1596.jpg\" alt=\"BART board candidate Lateefah Simon, outside Oakland's 12th Street station. \" width=\"400\" height=\"682\" class=\"size-large wp-image-11144269\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART board candidate Lateefah Simon, outside Oakland's 12th Street station. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\"I'm running for my life,\" she says. \"If the BART system doesn't work, guess what? I can't bring my kid to school. And there are tens of thousands of other disabled folks in the Bay Area, elderly folks, children and families who are actually relying on this system.\"\u003c/p>\n\u003cp>Simon's \u003ca href=\"https://www.lateefahforbart.com/issues\" target=\"_blank\" rel=\"noopener noreferrer\">program for fixing BART\u003c/a> starts with making the agency's finances more transparent to the public and making the system more affordable and accessible. But she says she feels that the focus on BART's labor costs and union contracts is divisive and counterproductive, and that BART management and labor unions have made progress in building a more cooperative relationship.\u003c/p>\n\u003cp>\"I won't throw workers under the bus,\" Simon says. \"I'll have a sophisticated conversation about how we work with labor and develop really good relationships with labor instead of pushing the media to have a visceral reaction to the very difficult work labor and management are doing to create some peace.\"\u003c/p>\n\u003cp>Simon takes issue with a view voiced explicitly by the East Bay Times that she's labor's \"chosen candidate,\" on the ballot with a mission to unseat Mallett.\u003c/p>\n\u003cp>\"Anybody who knows my career knows I've never been bought or bossed by anybody,\" she says. \"The $500 million labor cost of a $1.8 billion budget -- of course we need to look at that line by line every single year in partnership with labor, in partnership with real workers, in partnership with fiscal experts.\"\u003c/p>\n\u003cp>Simon adds she won't accept contributions from BART contractors and would like to restrict contributions from those who bid on work for the agency.\u003c/p>\n\u003cp>\"What riders deserve and what they need is a pretty pure voice,\" she says. \"I want to partner with real stakeholders and not just folks who are interested in contracts.\"\u003c/p>\n\u003cp>\u003cspan style=\"font-size: 4.6875em;float: left;line-height: 0.733em;padding: 0.05em 0.1em 0 0;font-family: times, serif, georgia\">T\u003c/span>here's one thing that Simon and Mallett pretty much agree on: Measure RR, the $3.5 billion BART bond.\u003c/p>\n\u003cp>Mallett says that while he agrees with those who have expressed concerns about BART's \"historic financial mismanagement,\" the need for money to help revamp the system's infrastructure is a separate issue.\u003c/p>\n\u003cp>\"We need to reinvest in BART, period,\" he says.\u003c/p>\n\u003cp>Simon gives Measure RR an unqualified endorsement.\u003c/p>\n\u003cp>\"We need the public to invest again in the transit system, to make it safer, to make it reliable and to make it faster,\" she says. \"This is an opportunity, but when we pass this measure, what I want to happen is to regain the public's trust again. That means we have to spend it well -- they have to see new cars, they have to see a habitual fixing up of the system every single day. ... We have to think about continuous care for our system.\"\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>[http_redir]\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "BART Votes to Extend Late-Night Bus Service",
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"content": "\u003cp>Late-night transit riders can rejoice.\u003c/p>\n\u003cp>The BART Board of Directors voted on Thursday to keep funding a pilot program that has increased the frequency of AC Transit's \"\u003ca href=\"http://www.actransit.org/allnighter/\" target=\"_blank\">All Nighter\u003c/a>\" buses on the weekends.\u003c/p>\n\u003cp>The routes operate between 1 a.m. and 5 a.m., when BART trains aren't running. In December 2014, BART and AC Transit launched a \u003ca href=\"https://ww2.kqed.org/news/2015/02/22/san-francisco-late-night-transit-plan/\" target=\"_blank\">pilot program\u003c/a> that allowed AC Transit to shorten the time between weekend All Nighter buses from 30 minutes to 20.\u003c/p>\n\u003cp>\"Getting to 20-minute headways overnight is absolutely essential for people who are standing on a curb outside a BART station after midnight,\" said BART Director Robert Raburn.\u003c/p>\n\u003cp>Transit officials say ridership on the routes -- primarily Line 800 between Richmond and San Francisco and Line 801 between Fremont and Oakland -- increased 15 percent between July and September, compared with the same three months in 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While AC Transit runs the buses, it relies on others to help foot the bill.\u003c/p>\n\u003cp>\"We absolutely couldn't fund this on our own,\" said Michael Eshleman, AC Transit's manager of service planning.\u003c/p>\n\u003cp>The BART board approved an additional $72,800, to go along with a $177,000 grant from the Metropolitan Transportation Commission to fund a six-month extension of the program.\u003c/p>\n\u003cp>Eshleman said AC Transit is now focused on securing another deal with BART to keep the expanded service funded beyond June 2017.\u003c/p>\n\u003cp>\"It is a critical part of the ability for people to get to and from work if they don't work traditional hours,\" he said.\u003c/p>\n\u003cp>Eshleman said that the San Francisco County Transportation Authority is spearheading an effort to coordinate and improve late-night service coming into and out of San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"As transit providers, as public agencies, it's one of our missions to make sure that people have mobility options, and that obligation in the Bay Area doesn't end after midnight,\" Eshleman said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Late-night transit riders can rejoice.\u003c/p>\n\u003cp>The BART Board of Directors voted on Thursday to keep funding a pilot program that has increased the frequency of AC Transit's \"\u003ca href=\"http://www.actransit.org/allnighter/\" target=\"_blank\">All Nighter\u003c/a>\" buses on the weekends.\u003c/p>\n\u003cp>The routes operate between 1 a.m. and 5 a.m., when BART trains aren't running. In December 2014, BART and AC Transit launched a \u003ca href=\"https://ww2.kqed.org/news/2015/02/22/san-francisco-late-night-transit-plan/\" target=\"_blank\">pilot program\u003c/a> that allowed AC Transit to shorten the time between weekend All Nighter buses from 30 minutes to 20.\u003c/p>\n\u003cp>\"Getting to 20-minute headways overnight is absolutely essential for people who are standing on a curb outside a BART station after midnight,\" said BART Director Robert Raburn.\u003c/p>\n\u003cp>Transit officials say ridership on the routes -- primarily Line 800 between Richmond and San Francisco and Line 801 between Fremont and Oakland -- increased 15 percent between July and September, compared with the same three months in 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While AC Transit runs the buses, it relies on others to help foot the bill.\u003c/p>\n\u003cp>\"We absolutely couldn't fund this on our own,\" said Michael Eshleman, AC Transit's manager of service planning.\u003c/p>\n\u003cp>The BART board approved an additional $72,800, to go along with a $177,000 grant from the Metropolitan Transportation Commission to fund a six-month extension of the program.\u003c/p>\n\u003cp>Eshleman said AC Transit is now focused on securing another deal with BART to keep the expanded service funded beyond June 2017.\u003c/p>\n\u003cp>\"It is a critical part of the ability for people to get to and from work if they don't work traditional hours,\" he said.\u003c/p>\n\u003cp>Eshleman said that the San Francisco County Transportation Authority is spearheading an effort to coordinate and improve late-night service coming into and out of San Francisco.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"As transit providers, as public agencies, it's one of our missions to make sure that people have mobility options, and that obligation in the Bay Area doesn't end after midnight,\" Eshleman said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "BART to Pay $300,000 to Family of Engineer Killed by Train During 2013 Strike",
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"content": "\u003cp>\u003ca href=\"https://www.bart.gov/\" target=\"_blank\">BART\u003c/a> has agreed to pay \u003ca href=\"http://www.eastbaytimes.com/wp-content/uploads/2016/10/read-the-full-settlement-agreement-here.pdf\" target=\"_blank\">$300,000\u003c/a> to the family of one of its contractors, who was killed by a train during a \u003ca href=\"https://ww2.kqed.org/news/2013/10/15/bart-strike-deadline-update-talks-continue/\" target=\"_blank\">BART strike\u003c/a> in 2013. The settlement is the result of a wrongful death \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-sued-over-worker-track-death-5485101.php\" target=\"_blank\">lawsuit\u003c/a> against the agency brought by the worker's two daughters.\u003c/p>\n\u003cp>On Oct. 19, 2013, 66-year-old Laurence Daniels and 58-year-old Christopher Sheppard were inspecting a dip in the tracks between the Walnut Creek and Pleasant Hill stations when they were struck and killed by a train. Both men were considered \u003ca href=\"http://www.sfgate.com/bayarea/article/Killed-BART-workers-both-expert-track-engineers-4915156.php\" target=\"_blank\">expert engineers\u003c/a> used to working on the tracks.\u003c/p>\n\u003cp>A trainee was operating the BART train that day, and an investigation by the \u003ca href=\"http://www.eastbaytimes.com/2016/09/07/bart-could-face-additional-fines-for-2013-worker-deaths/\" target=\"_blank\">California Public Utilities Commission\u003c/a> found that the operator who was supposed to be supervising the trainee was not in the operating cabin and may have been texting on a cellphone.\u003c/p>\n\u003cp>Along with the $300,000 settlement with Daniels’ family, the tragedy may cost BART over \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-sued-over-worker-track-death-5485101.php\" target=\"_blank\">$210,000\u003c/a> in fines from California’s worker safety agency \u003ca href=\"http://www.dir.ca.gov/dosh/\" target=\"_blank\">Cal/OSHA\u003c/a>.\u003c/p>\n\u003cp>In a statement, BART spokeswoman Alicia Trost said that since the accident, BART has implemented many new safety policies. The agency’s use of “simple approval” -- a policy that allowed workers to go near tracks as long as one person was watching -- is no longer allowed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has improved communication between the control center, crews and train operators, according to Trost. Now, if a worker is within 6 feet of the track, trains are stopped and can't proceed until a wayside worker lets the control center know the area is clear. At that point, the control center informs the operator it's safe to proceed.\u003c/p>\n\u003cp>“There is nothing more important than safety and the safety of our employees,” Trost’s statement said.\u003c/p>\n\u003cp>BART has also reduced train speeds in work areas and has installed $2 million in barrier fencing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The 2013 BART strike began on Oct.18 and lasted nearly four days.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.bart.gov/\" target=\"_blank\">BART\u003c/a> has agreed to pay \u003ca href=\"http://www.eastbaytimes.com/wp-content/uploads/2016/10/read-the-full-settlement-agreement-here.pdf\" target=\"_blank\">$300,000\u003c/a> to the family of one of its contractors, who was killed by a train during a \u003ca href=\"https://ww2.kqed.org/news/2013/10/15/bart-strike-deadline-update-talks-continue/\" target=\"_blank\">BART strike\u003c/a> in 2013. The settlement is the result of a wrongful death \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-sued-over-worker-track-death-5485101.php\" target=\"_blank\">lawsuit\u003c/a> against the agency brought by the worker's two daughters.\u003c/p>\n\u003cp>On Oct. 19, 2013, 66-year-old Laurence Daniels and 58-year-old Christopher Sheppard were inspecting a dip in the tracks between the Walnut Creek and Pleasant Hill stations when they were struck and killed by a train. Both men were considered \u003ca href=\"http://www.sfgate.com/bayarea/article/Killed-BART-workers-both-expert-track-engineers-4915156.php\" target=\"_blank\">expert engineers\u003c/a> used to working on the tracks.\u003c/p>\n\u003cp>A trainee was operating the BART train that day, and an investigation by the \u003ca href=\"http://www.eastbaytimes.com/2016/09/07/bart-could-face-additional-fines-for-2013-worker-deaths/\" target=\"_blank\">California Public Utilities Commission\u003c/a> found that the operator who was supposed to be supervising the trainee was not in the operating cabin and may have been texting on a cellphone.\u003c/p>\n\u003cp>Along with the $300,000 settlement with Daniels’ family, the tragedy may cost BART over \u003ca href=\"http://www.sfgate.com/bayarea/article/BART-sued-over-worker-track-death-5485101.php\" target=\"_blank\">$210,000\u003c/a> in fines from California’s worker safety agency \u003ca href=\"http://www.dir.ca.gov/dosh/\" target=\"_blank\">Cal/OSHA\u003c/a>.\u003c/p>\n\u003cp>In a statement, BART spokeswoman Alicia Trost said that since the accident, BART has implemented many new safety policies. The agency’s use of “simple approval” -- a policy that allowed workers to go near tracks as long as one person was watching -- is no longer allowed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency has improved communication between the control center, crews and train operators, according to Trost. Now, if a worker is within 6 feet of the track, trains are stopped and can't proceed until a wayside worker lets the control center know the area is clear. At that point, the control center informs the operator it's safe to proceed.\u003c/p>\n\u003cp>“There is nothing more important than safety and the safety of our employees,” Trost’s statement said.\u003c/p>\n\u003cp>BART has also reduced train speeds in work areas and has installed $2 million in barrier fencing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The 2013 BART strike began on Oct.18 and lasted nearly four days.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Muni Riders, Your Long Cell-Free Underground Nightmare May Be Over",
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"content": "\u003cp>Cell service could be coming soon to one of the last places in the truly civilized world that still lacks it: San Francisco Muni's tunnels and underground stations.\u003c/p>\n\u003cp>That's the bottom line of a proposal announced Wednesday under which BART, which finished \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-tunnels-still-have-no-cell-service-4295270.php\" target=\"_blank\">installing cell service\u003c/a> in its tunnels and the Transbay Tube in 2010, will partner with Muni to extend coverage to the city-run transit system.\u003c/p>\n\u003cp>The plan would allow BART to negotiate with cellular carriers to install equipment in the Muni tunnels and underground stations.\u003c/p>\n\u003cp>Mobile service for Muni's underground passengers has been promoted as a safety enhancement -- allowing passengers freer communications in emergencies -- as well as a convenience for those wanting to tell their bosses and dates they'll be late because of a delayed train.\u003c/p>\n\u003cp>Muni has said in the past it simply didn't have the money to install an underground cellular network. The new plan would get past that hurdle by having BART take the lead on the project and getting the telecoms who would benefit from the new service to pay for it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposal was unveiled by Board of Supervisors President London Breed, Nick Josefowitz, one of San Francisco's representatives on the BART board of directors, and Ed Reiskin, head of the San Francisco Municipal Transportation Agency. The SFMTA board will consider the plan at its meeting next Tuesday.\u003c/p>\n\u003cp>If approved, BART would begin negotiations with telecoms that use its \"neutral host\" underground cellular network. Those firms include all the big carriers, including Verizon, AT&T, Sprint, T-Mobile and Metro PCS. Construction of the new Muni network would take 12 to 18 months after an agreement is reached, BART and the city say, with all costs borne by the carriers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To read the statements from Supervisor Breed et al. in the Wednesday press release, officials see this as a done deal. To wit:\u003c/p>\n\u003cblockquote>\u003cp>“My office has been working closely with Muni and BART for a couple years to bring cell service to Muni subway riders,” said Board President London Breed. “Our plan not only improves the rider experience; it will actually make money for Muni. It’s truly a win-win, and I want to thank Director Josefowitz and all the BART staff, Sonali Bose and Ed Reiskin at SFMTA, and my Chief of Staff Conor Johnston.”\u003c/p>\n\u003cp>“We have heard from our riders who have asked for cell service in the subway for some time, so we are working to deliver this amenity in partnership with BART,” said SFMTA Director of Transportation, Ed Reiskin. “Providing cell service within the Muni Metro will help improve communications to our Muni riders, can assist in emergency situations, and will give the riding public an additional service they want.”\u003c/p>\n\u003cp>“Today is about governments working together to make common sense improvements to peoples' lives,” said BART Director Nick Josefowitz. “I'm proud to have helped put together this collaboration that will have BART infrastructure and know-how put to work helping Muni riders on their daily commutes.”\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Cell service could be coming soon to one of the last places in the truly civilized world that still lacks it: San Francisco Muni's tunnels and underground stations.\u003c/p>\n\u003cp>That's the bottom line of a proposal announced Wednesday under which BART, which finished \u003ca href=\"http://www.sfgate.com/bayarea/article/Muni-tunnels-still-have-no-cell-service-4295270.php\" target=\"_blank\">installing cell service\u003c/a> in its tunnels and the Transbay Tube in 2010, will partner with Muni to extend coverage to the city-run transit system.\u003c/p>\n\u003cp>The plan would allow BART to negotiate with cellular carriers to install equipment in the Muni tunnels and underground stations.\u003c/p>\n\u003cp>Mobile service for Muni's underground passengers has been promoted as a safety enhancement -- allowing passengers freer communications in emergencies -- as well as a convenience for those wanting to tell their bosses and dates they'll be late because of a delayed train.\u003c/p>\n\u003cp>Muni has said in the past it simply didn't have the money to install an underground cellular network. The new plan would get past that hurdle by having BART take the lead on the project and getting the telecoms who would benefit from the new service to pay for it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal was unveiled by Board of Supervisors President London Breed, Nick Josefowitz, one of San Francisco's representatives on the BART board of directors, and Ed Reiskin, head of the San Francisco Municipal Transportation Agency. The SFMTA board will consider the plan at its meeting next Tuesday.\u003c/p>\n\u003cp>If approved, BART would begin negotiations with telecoms that use its \"neutral host\" underground cellular network. Those firms include all the big carriers, including Verizon, AT&T, Sprint, T-Mobile and Metro PCS. Construction of the new Muni network would take 12 to 18 months after an agreement is reached, BART and the city say, with all costs borne by the carriers.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>To read the statements from Supervisor Breed et al. in the Wednesday press release, officials see this as a done deal. To wit:\u003c/p>\n\u003cblockquote>\u003cp>“My office has been working closely with Muni and BART for a couple years to bring cell service to Muni subway riders,” said Board President London Breed. “Our plan not only improves the rider experience; it will actually make money for Muni. It’s truly a win-win, and I want to thank Director Josefowitz and all the BART staff, Sonali Bose and Ed Reiskin at SFMTA, and my Chief of Staff Conor Johnston.”\u003c/p>\n\u003cp>“We have heard from our riders who have asked for cell service in the subway for some time, so we are working to deliver this amenity in partnership with BART,” said SFMTA Director of Transportation, Ed Reiskin. “Providing cell service within the Muni Metro will help improve communications to our Muni riders, can assist in emergency situations, and will give the riding public an additional service they want.”\u003c/p>\n\u003cp>“Today is about governments working together to make common sense improvements to peoples' lives,” said BART Director Nick Josefowitz. “I'm proud to have helped put together this collaboration that will have BART infrastructure and know-how put to work helping Muni riders on their daily commutes.”\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The San Francisco Chronicle's Matier & Ross report that, according to elevator conversations and related hearsay at BART, the transit agency \u003ca href=\"http://www.sfchronicle.com/bayarea/article/BART-s-October-surprise-for-bond-vote-Opening-9215366.php\" target=\"_blank\">will open\u003c/a> its 5.4-mile extension to Warm Springs/South Fremont on Saturday, Oct. 22.\u003c/p>\n\u003cp>BART said Monday it hasn't settled on a date yet -- but that the opening will happen sometime soon.\u003c/p>\n\u003cp>When it broke ground on the extension in 2009, BART hoped to begin service in late 2014. The date was moved back to late 2015, then was \u003ca href=\"http://www.ktvu.com/news/31063256-story\" target=\"_blank\">put off again\u003c/a> because the agency said it needed more time to test systems along the new line. Last month, BART announced \u003ca href=\"http://www.mercurynews.com/2016/08/11/fremont-warm-springs-bart-station-opening-delayed-again/\" target=\"_blank\">yet another postponement\u003c/a> -- for more testing and to allow installation of new electrical cables along the extension.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Monday that the agency wants to finish electrical infrastructure upgrades along the Fremont line before it commits to a date for launching the Warm Springs service.\u003c/p>\n\u003cp>\"We need to finish the cabling work that is taking place on the Fremont line before we can set an opening date,\" she said in an email. \"That work is wrapping up soon.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>She said the agency's plans for a fall opening haven't changed.\u003c/p>\n\u003cp>\"The Chronicle is reporting the date staff uses for planning purposes on getting the station ready -- but it is not yet clear if at this time if that will be the date. The moment we have a date we will release it to the public,\" she said.\u003c/p>\n\u003cp>Meantime, passers-by in far-flung South Fremont have noted that everything seems ready to go at the new station, located on Warm Springs Boulevard near South Grimmer Boulevard. Public address announcements have been heard. Sign boards have been lit up. Fare gates are in place. Test trains are rolling back and forth along the track.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>All that's missing on the $767 million extension is the passengers.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Chronicle's Matier & Ross report that, according to elevator conversations and related hearsay at BART, the transit agency \u003ca href=\"http://www.sfchronicle.com/bayarea/article/BART-s-October-surprise-for-bond-vote-Opening-9215366.php\" target=\"_blank\">will open\u003c/a> its 5.4-mile extension to Warm Springs/South Fremont on Saturday, Oct. 22.\u003c/p>\n\u003cp>BART said Monday it hasn't settled on a date yet -- but that the opening will happen sometime soon.\u003c/p>\n\u003cp>When it broke ground on the extension in 2009, BART hoped to begin service in late 2014. The date was moved back to late 2015, then was \u003ca href=\"http://www.ktvu.com/news/31063256-story\" target=\"_blank\">put off again\u003c/a> because the agency said it needed more time to test systems along the new line. Last month, BART announced \u003ca href=\"http://www.mercurynews.com/2016/08/11/fremont-warm-springs-bart-station-opening-delayed-again/\" target=\"_blank\">yet another postponement\u003c/a> -- for more testing and to allow installation of new electrical cables along the extension.\u003c/p>\n\u003cp>BART spokeswoman Alicia Trost said Monday that the agency wants to finish electrical infrastructure upgrades along the Fremont line before it commits to a date for launching the Warm Springs service.\u003c/p>\n\u003cp>\"We need to finish the cabling work that is taking place on the Fremont line before we can set an opening date,\" she said in an email. \"That work is wrapping up soon.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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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"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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},
"pbs-newshour": {
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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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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"politicalbreakdown": {
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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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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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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},
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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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}
