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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 12:55 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> police officer shot and injured a woman at the Union City station Monday night.\u003c/p>\n\u003cp>The woman who was shot was hospitalized in serious but stable condition, according to police.\u003c/p>\n\u003cp>Shortly before 9 p.m., BART police responded to a report of reckless driving in the parking lot of the station, and two officers carried out a traffic stop, BART Police Chief Kevin Franklin said at a press conference Tuesday. According to Franklin, the driver allegedly assaulted an officer during the stop, leading one of the officers to open fire.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Franklin declined to describe the nature of the alleged assault on the police officer or give further details about what led up to the shooting, citing an ongoing investigation.\u003c/p>\n\u003cp>Jasmine Gao, 32, was shot in the upper body, Franklin said. She was given first aid, taken into custody and transported to a hospital for treatment, he said. Once medically cleared, Gao will be booked into Santa Rita Jail in Dublin on suspicion of assault on an officer, reckless evading, resisting arrest and willful disobedience of a court order. She also had two outstanding arrest warrants, Franklin said.\u003c/p>\n\u003cp>BART’s Independent Police Auditor is investigating the shooting.\u003c/p>\n\u003cp>The Union City station was shut down Monday night but reopened Tuesday morning.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/tgoldberg\">Ted Goldberg\u003c/a> and \u003ca href=\"https://www.kqed.org/author/shossaini\">Sara Hossaini\u003c/a> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Bay Area Leaders Want Newsom to Make BART Safer. But No One Agrees on How",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> business and elected leaders publicly urged Gov. Gavin Newsom to intervene and improve BART’s safety last week, sparking a clash with transit officials. The dispute sheds light on the disagreement over how to manage safety in the Bay Area’s transit system or whether it’s a problem at all.\u003c/p>\n\u003cp>Recent frightening attacks on BART trains, including one involving a man \u003ca href=\"https://www.sfchronicle.com/crime/article/bart-sf-throat-slash-jovany-portades-19886395.php\">slashing a woman’s throat\u003c/a>, prompted the Bay Area Council to send a letter to Newsom’s office, requesting he deploy a surge of California Highway Patrol officers on trains and in stations, similar to recent \u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">operations in Oakland\u003c/a> to address crime.\u003c/p>\n\u003cp>“Urgent action and additional resources are needed to ensure that no more lives are lost or injured and that travelers in the AAPI community and other vulnerable populations feel safe on transit,” the letter states, calling it a “life-saving request.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Multiple Bay Area elected officials signed the letter, including Assemblymembers Mike Fong and Matt Haney and state Sen. Dave Min.\u003c/p>\n\u003cp>However, the resulting back-and-forth between the council, BART, and Newsom’s office suggests that no one agrees on where to deploy the officers or whether to deploy them at all.\u003c/p>\n\u003cp>A coalition of over 100 Asian American Pacific Islander groups and individual leaders signed the letter. A quarter of all BART riders are Asian American, according to the council. And while BART does track crime in its trains and stations, it doesn’t break the data down demographically, so it’s difficult to tell whether the group is disproportionately targeted.\u003c/p>\n\u003cp>In its response to the letter, a BART spokesperson wrote that the agency “would welcome the strategic deployment of the CHP in the areas around our stations. This will help keep problems out of BART.” The agency declined to comment specifically on whether they would welcome CHP officers on trains and in stations.\u003c/p>\n\u003cp>In its response, the BART spokesperson also noted that, according to the agency’s data, the overall crime rate is down 12% compared to this time last year, and violent crime is down 6%.\u003c/p>\n\u003cp>“Perhaps the most impactful thing that can be done to increase safety presence at BART is the Bay Area Council’s commitment to run a marketing campaign to recruit more police officers, Ambassadors, and Crisis Intervention Specialists,” the agency wrote. “While 2023 has been BART’s strongest year for hiring new officers since 2019, recruiting for officers remains challenging for the entire region … We look forward to seeing their marketing campaign to help with these efforts.”\u003c/p>\n\u003cp>The agency seemed to refer to an informal recruitment campaign the council previously worked on for law enforcement more generally, not for BART specifically, Bay Area Council spokesperson Rufus Jeffris said.\u003c/p>\n\u003cp>“It’s very disappointing to hear that BART’s only response is to deflect from its responsibility and obligation to keep riders safe and instead blame others,” Jeffris wrote in an email to KQED. “We helped secure more than $1.2 billion in federal and other funding for BART of which none that we’re aware was used to recruit or deploy more uniformed officers throughout the system.”\u003c/p>\n\u003cp>Meanwhile, Newsom’s office — now in the middle of the disagreement — has been noncommittal.\u003c/p>\n\u003cp>In response to KQED’s request for comment, a spokesperson for Newsom deferred to BART.[aside label=\"Related Stories\" postID=\"news_11993611,news_12004742,news_11993189,news_12005310\"]“The state is not responsible for managing or governing BART’s operations or budget — it’s run independently by an elected board of directors,” the spokesperson wrote. “However, the state has committed nearly $550 million to support BART this year and over $400 million to fight hate crimes since the Governor took office.”\u003c/p>\n\u003cp>Newsom’s office gave the Bay Area Council a similar response.\u003c/p>\n\u003cp>“We met with Newsom’s folks, but they indicated there is little they can do within the CHP’s jurisdiction to assist BART,” Jeffris said in an email. “We are continuing to engage with them on the issue to see what other strategies or workarounds might exist.”\u003c/p>\n\u003cp>The council said it continues to engage directly with BART on the issue, particularly around how the agency currently deploys its own officers.\u003c/p>\n\u003cp>Finding common ground on passenger safety is critical for the success of the transit agency and for the Bay Area more broadly, council CEO Jim Wunderman said.\u003c/p>\n\u003cp>“It’s an incredible region built around this incredible bay,” he said. “But for it to work, there needs to be safe and convenient and reliable ways people can cross the bay.”\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "In light of recent violent incidents on BART, some Bay Area elected leaders signed onto a letter asking Gov. Gavin Newsom to increase police presence on trains and in stations. So far, Newsom doesn’t seem likely to act.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> business and elected leaders publicly urged Gov. Gavin Newsom to intervene and improve BART’s safety last week, sparking a clash with transit officials. The dispute sheds light on the disagreement over how to manage safety in the Bay Area’s transit system or whether it’s a problem at all.\u003c/p>\n\u003cp>Recent frightening attacks on BART trains, including one involving a man \u003ca href=\"https://www.sfchronicle.com/crime/article/bart-sf-throat-slash-jovany-portades-19886395.php\">slashing a woman’s throat\u003c/a>, prompted the Bay Area Council to send a letter to Newsom’s office, requesting he deploy a surge of California Highway Patrol officers on trains and in stations, similar to recent \u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">operations in Oakland\u003c/a> to address crime.\u003c/p>\n\u003cp>“Urgent action and additional resources are needed to ensure that no more lives are lost or injured and that travelers in the AAPI community and other vulnerable populations feel safe on transit,” the letter states, calling it a “life-saving request.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Multiple Bay Area elected officials signed the letter, including Assemblymembers Mike Fong and Matt Haney and state Sen. Dave Min.\u003c/p>\n\u003cp>However, the resulting back-and-forth between the council, BART, and Newsom’s office suggests that no one agrees on where to deploy the officers or whether to deploy them at all.\u003c/p>\n\u003cp>A coalition of over 100 Asian American Pacific Islander groups and individual leaders signed the letter. A quarter of all BART riders are Asian American, according to the council. And while BART does track crime in its trains and stations, it doesn’t break the data down demographically, so it’s difficult to tell whether the group is disproportionately targeted.\u003c/p>\n\u003cp>In its response to the letter, a BART spokesperson wrote that the agency “would welcome the strategic deployment of the CHP in the areas around our stations. This will help keep problems out of BART.” The agency declined to comment specifically on whether they would welcome CHP officers on trains and in stations.\u003c/p>\n\u003cp>In its response, the BART spokesperson also noted that, according to the agency’s data, the overall crime rate is down 12% compared to this time last year, and violent crime is down 6%.\u003c/p>\n\u003cp>“Perhaps the most impactful thing that can be done to increase safety presence at BART is the Bay Area Council’s commitment to run a marketing campaign to recruit more police officers, Ambassadors, and Crisis Intervention Specialists,” the agency wrote. “While 2023 has been BART’s strongest year for hiring new officers since 2019, recruiting for officers remains challenging for the entire region … We look forward to seeing their marketing campaign to help with these efforts.”\u003c/p>\n\u003cp>The agency seemed to refer to an informal recruitment campaign the council previously worked on for law enforcement more generally, not for BART specifically, Bay Area Council spokesperson Rufus Jeffris said.\u003c/p>\n\u003cp>“It’s very disappointing to hear that BART’s only response is to deflect from its responsibility and obligation to keep riders safe and instead blame others,” Jeffris wrote in an email to KQED. “We helped secure more than $1.2 billion in federal and other funding for BART of which none that we’re aware was used to recruit or deploy more uniformed officers throughout the system.”\u003c/p>\n\u003cp>Meanwhile, Newsom’s office — now in the middle of the disagreement — has been noncommittal.\u003c/p>\n\u003cp>In response to KQED’s request for comment, a spokesperson for Newsom deferred to BART.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The state is not responsible for managing or governing BART’s operations or budget — it’s run independently by an elected board of directors,” the spokesperson wrote. “However, the state has committed nearly $550 million to support BART this year and over $400 million to fight hate crimes since the Governor took office.”\u003c/p>\n\u003cp>Newsom’s office gave the Bay Area Council a similar response.\u003c/p>\n\u003cp>“We met with Newsom’s folks, but they indicated there is little they can do within the CHP’s jurisdiction to assist BART,” Jeffris said in an email. “We are continuing to engage with them on the issue to see what other strategies or workarounds might exist.”\u003c/p>\n\u003cp>The council said it continues to engage directly with BART on the issue, particularly around how the agency currently deploys its own officers.\u003c/p>\n\u003cp>Finding common ground on passenger safety is critical for the success of the transit agency and for the Bay Area more broadly, council CEO Jim Wunderman said.\u003c/p>\n\u003cp>“It’s an incredible region built around this incredible bay,” he said. “But for it to work, there needs to be safe and convenient and reliable ways people can cross the bay.”\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Advocates for Historic Oakland Train Station, Fallen Into Disrepair, Eye a Lifeline",
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"content": "\u003cp>People who have been advocating for decades to restore \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>’s once-bustling 16th Street train station see a potential light at the end of their tunnel in the form of federal historic recognition.\u003c/p>\n\u003cp>By early January, the National Park Service will decide whether to list the station — which played a critical role in the development of West Oakland as a thriving Black neighborhood — on the National Register of Historic Places. That would open it up to a 20% tax credit that could be used to help with badly needed repairs and rehabilitation work, estimated to cost $50 million.\u003c/p>\n\u003cp>“It’s about time. I’m hoping this will get folks to say, ‘Well, what can we really do with this asset?’” said Feleciai Favroth, the treasurer of the Oakland Heritage Alliance, a nonprofit organization that submitted the station’s application to the California State Historical Resources Commission.\u003c/p>\n\u003cp>The commission voted unanimously last week to nominate the station and its signal tower for consideration to the national register, citing its cultural, architectural and transportation-related significance.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In addition to the tax credit, the Oakland Heritage Alliance hopes designation as a historic place will attract grants and additional attention that could give the station a second life.\u003c/p>\n\u003cp>Opened in 1912, the station was once a sort of Grand Central Station of the West, welcoming generations of newly arrived Oaklanders from all parts of the country on their way to the city’s once-plentiful jobs working for the railroad, Navy and other industries.\u003c/p>\n\u003cfigure id=\"attachment_12007815\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12007815\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"The front exterior of an abandoned building with fencing around it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The front exterior of the now abandoned 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Soaring arched windows evoke Roman baths and flood the grand main hall with natural light, providing the visitor with a majestic portal into Oakland,” reads the Oakland Heritage Alliance’s application for the station.\u003c/p>\n\u003cp>Porters who worked out of the station’s baggage wing established the West Coast headquarters for the Brotherhood of Sleeping Car Porters — the first Black union in the United States.\u003c/p>\n\u003cp>However, after the slow decline of rail travel and the deindustrialization of Oakland, the station fell out of use and into disrepair. After being damaged in the 1989 Loma Prieta earthquake, it saw its last train in 1994 and has sat vacant and in neglect for the past 30 years.\u003c/p>\n\u003cp>If the station is repaired, Favroth said she would hope to see it used in a way that benefits the West Oakland community now and honors its past. She suggested the space could be used as a hybrid events space and business incubator.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910897\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“African American places are rarely saved, rarely counted, rarely documented. This is an opportunity to say to West Oakland in particular, we hear you, your stories are important, and we are willing to help you save a physical asset that hopefully will reinvigorate the community and be able to be a physical representation of your story,” Favroth said.\u003c/p>\n\u003cp>The current owner, housing developer City Ventures, has an application pending with the city of Oakland to build a 77-unit townhome-style development — dubbed “Signal House” — in the areas around the station.\u003c/p>\n\u003cp>[aside postID=news_11910890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/16thStreetStationOakland_02162022-qut-1038x576.jpg']\u003c/p>\n\u003cp>The proposal has been under review since May 2023 and does not include rehabilitation of the station. City Ventures has hired the OE Consulting firm to explore fundraising for the repair of the station.\u003c/p>\n\u003cp>“We and our client are delighted with the nomination and grateful to the Oakland Heritage Alliance for their efforts,” said Arthur Combs, the principal of OE Consulting. “The prospect of tax credits helps with our funder conversations. In order to be successful, this restoration campaign will have to make use of every possible avenue for resources; it’s always a complex mix of private and public support, and this will be no different.”\u003c/p>\n\u003cp>Members of the Oakland Heritage Alliance are hopeful that if the station is added to the national register, it will spur a drive to repair it before it falls.\u003c/p>\n\u003cp>“We really look forward to finding a way to get this station rejuvenated as an activity hub for West Oakland, and celebrating its role in Oakland’s rail, and multimodal transportation history,” said Naomi Schiff, secretary of the Oakland Heritage Alliance.\u003c/p>\n\u003cp>Favroth said a place on the national register would cement the station’s significance not just as an architectural gem but also as a place of significance for the community.\u003c/p>\n\u003cp>“We need the world to know that it’s more than just this physical structure that trains went through. We need to talk about the people,” Favroth said.\u003c/p>\n\u003cp>The State Historical Resources Commission passed the nomination on to the National Park Service on Nov. 7. The park service has 60 days to respond.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>People who have been advocating for decades to restore \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>’s once-bustling 16th Street train station see a potential light at the end of their tunnel in the form of federal historic recognition.\u003c/p>\n\u003cp>By early January, the National Park Service will decide whether to list the station — which played a critical role in the development of West Oakland as a thriving Black neighborhood — on the National Register of Historic Places. That would open it up to a 20% tax credit that could be used to help with badly needed repairs and rehabilitation work, estimated to cost $50 million.\u003c/p>\n\u003cp>“It’s about time. I’m hoping this will get folks to say, ‘Well, what can we really do with this asset?’” said Feleciai Favroth, the treasurer of the Oakland Heritage Alliance, a nonprofit organization that submitted the station’s application to the California State Historical Resources Commission.\u003c/p>\n\u003cp>The commission voted unanimously last week to nominate the station and its signal tower for consideration to the national register, citing its cultural, architectural and transportation-related significance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In addition to the tax credit, the Oakland Heritage Alliance hopes designation as a historic place will attract grants and additional attention that could give the station a second life.\u003c/p>\n\u003cp>Opened in 1912, the station was once a sort of Grand Central Station of the West, welcoming generations of newly arrived Oaklanders from all parts of the country on their way to the city’s once-plentiful jobs working for the railroad, Navy and other industries.\u003c/p>\n\u003cfigure id=\"attachment_12007815\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12007815\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"The front exterior of an abandoned building with fencing around it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The front exterior of the now abandoned 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Soaring arched windows evoke Roman baths and flood the grand main hall with natural light, providing the visitor with a majestic portal into Oakland,” reads the Oakland Heritage Alliance’s application for the station.\u003c/p>\n\u003cp>Porters who worked out of the station’s baggage wing established the West Coast headquarters for the Brotherhood of Sleeping Car Porters — the first Black union in the United States.\u003c/p>\n\u003cp>However, after the slow decline of rail travel and the deindustrialization of Oakland, the station fell out of use and into disrepair. After being damaged in the 1989 Loma Prieta earthquake, it saw its last train in 1994 and has sat vacant and in neglect for the past 30 years.\u003c/p>\n\u003cp>If the station is repaired, Favroth said she would hope to see it used in a way that benefits the West Oakland community now and honors its past. She suggested the space could be used as a hybrid events space and business incubator.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910897\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“African American places are rarely saved, rarely counted, rarely documented. This is an opportunity to say to West Oakland in particular, we hear you, your stories are important, and we are willing to help you save a physical asset that hopefully will reinvigorate the community and be able to be a physical representation of your story,” Favroth said.\u003c/p>\n\u003cp>The current owner, housing developer City Ventures, has an application pending with the city of Oakland to build a 77-unit townhome-style development — dubbed “Signal House” — in the areas around the station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal has been under review since May 2023 and does not include rehabilitation of the station. City Ventures has hired the OE Consulting firm to explore fundraising for the repair of the station.\u003c/p>\n\u003cp>“We and our client are delighted with the nomination and grateful to the Oakland Heritage Alliance for their efforts,” said Arthur Combs, the principal of OE Consulting. “The prospect of tax credits helps with our funder conversations. In order to be successful, this restoration campaign will have to make use of every possible avenue for resources; it’s always a complex mix of private and public support, and this will be no different.”\u003c/p>\n\u003cp>Members of the Oakland Heritage Alliance are hopeful that if the station is added to the national register, it will spur a drive to repair it before it falls.\u003c/p>\n\u003cp>“We really look forward to finding a way to get this station rejuvenated as an activity hub for West Oakland, and celebrating its role in Oakland’s rail, and multimodal transportation history,” said Naomi Schiff, secretary of the Oakland Heritage Alliance.\u003c/p>\n\u003cp>Favroth said a place on the national register would cement the station’s significance not just as an architectural gem but also as a place of significance for the community.\u003c/p>\n\u003cp>“We need the world to know that it’s more than just this physical structure that trains went through. We need to talk about the people,” Favroth said.\u003c/p>\n\u003cp>The State Historical Resources Commission passed the nomination on to the National Park Service on Nov. 7. The park service has 60 days to respond.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> Lake Merritt BART Station may soon have a new name: Oakland Chinatown Station.\u003c/p>\n\u003cp>At a groundbreaking ceremony on Thursday for a senior housing development that will be on top of the station, BART Board Member Robert Raburn told KQED he plans to introduce a resolution to rename the station at next week’s board meeting.\u003c/p>\n\u003cp>“It’s a no-brainer,” Raburn said following the ceremony.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposed name change comes as the community celebrated the Chinatown Transit Oriented Development Affordable Housing Project, which will include 97 homes, 44 of which will be set aside for seniors at risk of homelessness. For many at the ceremony, both the project and the name change are a way to begin repairing past harm to the Chinese community in Oakland.\u003c/p>\n\u003cp>Ted Dang, 80, who grew up in the neighborhood, said that when BART was being built, \u003ca href=\"https://www.kqed.org/news/11986396/when-bart-was-built-people-and-houses-had-to-go\">the agency used eminent domain\u003c/a> to acquire property for the Lake Merritt Station, tearing apart the vibrant immigrant community that lived there.\u003c/p>\n\u003cfigure id=\"attachment_12009954\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1920x1440.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A groundbreaking ceremony for the Chinatown TOD Senior Affordable Housing Project at Lake Merritt BART Station in Oakland on Thursday, Oct. 17, 2024. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of my friends and their families were displaced,” Dang said.\u003c/p>\n\u003cp>Dang said it wasn’t just BART, though.\u003c/p>\n\u003cp>“The County of Alameda acquired additional blocks for housing,” he said. “Laney College took residential properties as well. The Oakland Museum took residential properties. There was no organization that advocated for the community needs.”\u003c/p>\n\u003cp>Oakland City Council President Nikki Fortunato Bas, whose district includes Chinatown, said she supports Raburn’s proposal to rename the station.\u003c/p>\n\u003cp>[aside postID=news_12008877 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“The community really wants to take ownership of naming this area as Chinatown. We want to collaborate with our BART Board of Directors to make that happen,” Fortunato Bas said.\u003c/p>\n\u003cp>The housing project promises to make dramatic changes to the plaza on top of the station. The first phase of construction will include housing and a public park, and subsequent phases will feature mixed-use spaces and office and residential buildings centered around the station.\u003c/p>\n\u003cp>“What it represents is an opportunity to create a sense of not being a 20th century Chinatown that was kind of insular and looking inwards, but a 21st century Chinatown that looks outward, that looks to connect people — connect to the region, bring people in, and share our culture,” said Ener Chiu, the executive vice president of community building at the East Bay Asian Local Development Corporation, the master developer of the project.\u003c/p>\n\u003cp>Fortunato Bas said she hasn’t yet heard any pushback to renaming the station.\u003c/p>\n\u003cp>“Part of what we’re going to do with this groundbreaking is start to educate the community about the history of how Chinatown was disrupted and how families were pushed out so that we can let people know why renaming it would be important,” Fortunato Bas said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> Lake Merritt BART Station may soon have a new name: Oakland Chinatown Station.\u003c/p>\n\u003cp>At a groundbreaking ceremony on Thursday for a senior housing development that will be on top of the station, BART Board Member Robert Raburn told KQED he plans to introduce a resolution to rename the station at next week’s board meeting.\u003c/p>\n\u003cp>“It’s a no-brainer,” Raburn said following the ceremony.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposed name change comes as the community celebrated the Chinatown Transit Oriented Development Affordable Housing Project, which will include 97 homes, 44 of which will be set aside for seniors at risk of homelessness. For many at the ceremony, both the project and the name change are a way to begin repairing past harm to the Chinese community in Oakland.\u003c/p>\n\u003cp>Ted Dang, 80, who grew up in the neighborhood, said that when BART was being built, \u003ca href=\"https://www.kqed.org/news/11986396/when-bart-was-built-people-and-houses-had-to-go\">the agency used eminent domain\u003c/a> to acquire property for the Lake Merritt Station, tearing apart the vibrant immigrant community that lived there.\u003c/p>\n\u003cfigure id=\"attachment_12009954\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1920x1440.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A groundbreaking ceremony for the Chinatown TOD Senior Affordable Housing Project at Lake Merritt BART Station in Oakland on Thursday, Oct. 17, 2024. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of my friends and their families were displaced,” Dang said.\u003c/p>\n\u003cp>Dang said it wasn’t just BART, though.\u003c/p>\n\u003cp>“The County of Alameda acquired additional blocks for housing,” he said. “Laney College took residential properties as well. The Oakland Museum took residential properties. There was no organization that advocated for the community needs.”\u003c/p>\n\u003cp>Oakland City Council President Nikki Fortunato Bas, whose district includes Chinatown, said she supports Raburn’s proposal to rename the station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The community really wants to take ownership of naming this area as Chinatown. We want to collaborate with our BART Board of Directors to make that happen,” Fortunato Bas said.\u003c/p>\n\u003cp>The housing project promises to make dramatic changes to the plaza on top of the station. The first phase of construction will include housing and a public park, and subsequent phases will feature mixed-use spaces and office and residential buildings centered around the station.\u003c/p>\n\u003cp>“What it represents is an opportunity to create a sense of not being a 20th century Chinatown that was kind of insular and looking inwards, but a 21st century Chinatown that looks outward, that looks to connect people — connect to the region, bring people in, and share our culture,” said Ener Chiu, the executive vice president of community building at the East Bay Asian Local Development Corporation, the master developer of the project.\u003c/p>\n\u003cp>Fortunato Bas said she hasn’t yet heard any pushback to renaming the station.\u003c/p>\n\u003cp>“Part of what we’re going to do with this groundbreaking is start to educate the community about the history of how Chinatown was disrupted and how families were pushed out so that we can let people know why renaming it would be important,” Fortunato Bas said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The program is one of four key strategies introduced by a task force created by BART and the regional Metropolitan Transportation Commission with the goal of improving transit fare integration in the Bay Area. The others include a Clipper BayPass pilot program to offer free rides for some students and residents of affordable housing communities, an all-agency transit pass and a vision for a shared zone or distance-based fare for regional transit.\u003c/p>\n\u003cp>“The idea behind the pilot is that a customer should not have to pay extra just for switching agencies,” said Lisa Raffetto, principal financial analyst at BART. “We want customers to be able to make use of the whole network as one transit system.”\u003c/p>\n\u003cp>[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-05-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The program is one of four key strategies introduced by a task force created by BART and the regional Metropolitan Transportation Commission with the goal of improving transit fare integration in the Bay Area. The others include a Clipper BayPass pilot program to offer free rides for some students and residents of affordable housing communities, an all-agency transit pass and a vision for a shared zone or distance-based fare for regional transit.\u003c/p>\n\u003cp>“The idea behind the pilot is that a customer should not have to pay extra just for switching agencies,” said Lisa Raffetto, principal financial analyst at BART. “We want customers to be able to make use of the whole network as one transit system.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART is enjoying its best ridership month since the start of the pandemic, thanks in part to the return of crowds taking transit to the \u003ca href=\"https://www.kqed.org/news/tag/oakland-coliseum\">Oakland Coliseum\u003c/a> for the A’s final homestand.\u003c/p>\n\u003cp>The 204,265 fare-gate exits reported Tuesday mark the first time the figure has topped 200,000 since March 12, 2020 — days before COVID-19 stay-at-home orders were imposed in the Bay Area.\u003c/p>\n\u003cp>Late summer and early fall are typically the strongest periods for Bay Area transit ridership, including for BART. Before this month, its post-pandemic daily ridership peaks were recorded in September 2023 — with just over 192,000 trips — immediately after the agency introduced a new schedule.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This month’s uptick has beaten those numbers several times, and last week, BART also set a new high for weekly ridership since the pandemic started, with 1.15 million people riding the system. The number of trips reported for the first 24 days of September is about 11% higher than during the same period last year.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1838997796709609889\u003c/p>\n\u003cp>In the past, BART’s September–October numbers have gotten a boost from sporting and entertainment events at the Coliseum, including A’s, Raiders and Warriors games. But with two of those three teams leaving Oakland five years ago and A’s attendance falling into a prolonged funk, traffic at the Coliseum station has declined.\u003c/p>\n\u003cp>But A’s attendance was strong for the series with the Los Angeles Dodgers and San Francisco Giants last month. And fans have turned out in large numbers — many taking BART — for the team’s final week in Oakland.\u003c/p>\n\u003cp>[aside postID=news_12006211 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1250054983-1-1020x680.jpg']\u003c/p>\n\u003cp>BART data shows that the impact of increased attendance is dramatic. The number of people recorded entering and leaving the Coliseum station since last Friday totals 57,000, compared to 20,000 for the same five days the previous week.\u003c/p>\n\u003cp>But even with the current surge, BART’s average daily ridership this month is still only 46.4% of its pre-pandemic baseline. The good September numbers also come after an extended lull in BART’s comeback, as ridership actually fell in June and August compared to the previous year.\u003c/p>\n\u003cp>Overall transit use across the Bay Area is still well below pre-pandemic levels for nearly all of the region’s 27 transit agencies. The exceptions: The North Bay’s SMART train system, which is carrying more riders now than it did before COVID-19, and San Mateo County’s SamTrans, which is carrying about the same number of passengers as it did before stay-at-home orders.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "During the A’s final homestand at the Coliseum, BART reported 204,265 trips on Tuesday — the first time it topped 200,000 since March 2020. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is enjoying its best ridership month since the start of the pandemic, thanks in part to the return of crowds taking transit to the \u003ca href=\"https://www.kqed.org/news/tag/oakland-coliseum\">Oakland Coliseum\u003c/a> for the A’s final homestand.\u003c/p>\n\u003cp>The 204,265 fare-gate exits reported Tuesday mark the first time the figure has topped 200,000 since March 12, 2020 — days before COVID-19 stay-at-home orders were imposed in the Bay Area.\u003c/p>\n\u003cp>Late summer and early fall are typically the strongest periods for Bay Area transit ridership, including for BART. Before this month, its post-pandemic daily ridership peaks were recorded in September 2023 — with just over 192,000 trips — immediately after the agency introduced a new schedule.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART data shows that the impact of increased attendance is dramatic. The number of people recorded entering and leaving the Coliseum station since last Friday totals 57,000, compared to 20,000 for the same five days the previous week.\u003c/p>\n\u003cp>But even with the current surge, BART’s average daily ridership this month is still only 46.4% of its pre-pandemic baseline. The good September numbers also come after an extended lull in BART’s comeback, as ridership actually fell in June and August compared to the previous year.\u003c/p>\n\u003cp>Overall transit use across the Bay Area is still well below pre-pandemic levels for nearly all of the region’s 27 transit agencies. The exceptions: The North Bay’s SMART train system, which is carrying more riders now than it did before COVID-19, and San Mateo County’s SamTrans, which is carrying about the same number of passengers as it did before stay-at-home orders.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>[aside postID=news_11998646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg']\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.[aside label=\"More BART Stories\" tag=\"bart\"]\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”[aside label=\"Transportation Stories\" tag=\"transportation\"]\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>South Bay transit officials notched a major milestone on Friday, announcing that the federal government will commit nearly $5.1 billion to the project bringing BART through downtown San Jose and into Santa Clara.\u003c/p>\n\u003cp>The major backing from the Federal Transit Administration was celebrated by officials from the Santa Clara Valley Transportation Authority, which is responsible for planning and building the 6-mile BART extension — though a major funding gap still exists.\u003c/p>\n\u003cp>The project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>VTA’s origins estimate, in 2014, pegged the cost at $4.7 billion and aimed for a completion date in 2026. As recently as spring 2022, VTA still touted a $6.9 billion estimate before facing multiple schedule delays and ballooning cost increases to the current figure.\u003c/p>\n\u003cp>“This is the second-largest investment that the federal government has made in any single transportation project in the country’s history,” said Santa Clara County Supervisor Cindy Chavez, who also chairs the VTA board.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, the figure from the feds falls about $1.2 billion short of what VTA officials and project boosters have been calling for from feds.\u003c/p>\n\u003cp>In recent campaigns advocating for the project, Chavez and other advocates have been calling on the FTA and U.S. Secretary of Transportation Pete Buttigieg to support the project to the tune of nearly $6.3 billion — about 49% of the total cost.\u003c/p>\n\u003cp>The rest of the project is currently slated to be paid for using billions from local tax measures, including 2000’s Measure A and 2016’s Measure B, as well as through major contributions from regional and state transportation funds.[aside postID=news_11990508 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-01_qut-1020x680.jpg']\u003c/p>\n\u003cp>“We would have loved to have gotten the $6.2 billion. But there are a lot of projects across the country that are competing for the same amount of money, and the Federal Transit Administration has to balance that all out,” Carolyn Gonot, VTA’s general manager, told KQED.\u003c/p>\n\u003cp>Gonot said her staff was keeping a close eye on other projects around the country and regionally that were getting funding at lower levels than requested, including the Transbay Downtown Rail Extension Project, which will extend Caltrain in San Francisco. That project was funded at about 41% by the FTA, she said.\u003c/p>\n\u003cp>“Working with FTA, we were aware that probably our number was not going to come in at 49.4%,” she told KQED. “So we took a preemptive step,” she said.\u003c/p>\n\u003cp>The VTA board voted in late June to approve allocating an additional $500 million from Measure A funds to the BART extension project, Gonot said. The money would come out of revenues that are expected to flow to the agency throughout the remaining life of that measure, which expires in 2036.\u003c/p>\n\u003cp>Reshuffling those funds means VTA is left with a $700 million gap for the extension’s overall funding, something Gonot and other supporters said they are confident can be closed without major cuts to the project.\u003c/p>\n\u003cp>“I’ve been working on this project for 30 years, and we have persevered, and I believe that we will figure out a way to close this funding gap. Either through efficiencies, cost savings, minor scope changes, those types of things,” Gonot said. “So, I believe it will get done.”\u003c/p>\n\u003cp>As currently planned, the project will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon Station and Santa Clara. Much of the trackway will be underground, with stations and lines dug by a massive $76 million tunnel-boring machine being assembled in Germany.[aside label=\"More VTA Coverage\" tag=\"santa-clara-valley-transportation-authority\"]Chavez, speaking during a press conference announcing the funding on Friday, said the VTA will put a 60-day freeze on any new professional spending at the agency to help close the $700 million gap. She added the agency plans to renegotiate current contracts, though she didn’t offer details.\u003c/p>\n\u003cp>“We’re going to ask everybody to help,” she said. “I am so confident that as a community, we’re going to be able to wrap our arms around this project and make it happen.”\u003c/p>\n\u003cp>Tom Maguire, the head of megaprojects for VTA, said he believes the project will still be able to meet the current time and cost estimates.\u003c/p>\n\u003cp>“It’s undoubtedly a challenge, but the $5.1 billion is great news,” Maguire said. “Now we know what we can count on. And now our funding plan, it’s a lot more concrete. We know the problem we’re trying to solve right now.”\u003c/p>\n\u003cp>Mahan, who, along with Gonot, received the call from federal officials on Thursday letting them know about the funding commitment, said it represents a historic investment.\u003c/p>\n\u003cp>“It’s a national bet on Silicon Valley, on the innovation economy,” Mahan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“But more than anything, it’s a bet on the ingenuity and hard work of the people of Santa Clara County,” Mahan said. “And that’s fitting because it’s the people of Santa Clara County who got us to this point and enabled us to go secure this historic federal match.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>South Bay transit officials notched a major milestone on Friday, announcing that the federal government will commit nearly $5.1 billion to the project bringing BART through downtown San Jose and into Santa Clara.\u003c/p>\n\u003cp>The major backing from the Federal Transit Administration was celebrated by officials from the Santa Clara Valley Transportation Authority, which is responsible for planning and building the 6-mile BART extension — though a major funding gap still exists.\u003c/p>\n\u003cp>The project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>VTA’s origins estimate, in 2014, pegged the cost at $4.7 billion and aimed for a completion date in 2026. As recently as spring 2022, VTA still touted a $6.9 billion estimate before facing multiple schedule delays and ballooning cost increases to the current figure.\u003c/p>\n\u003cp>“This is the second-largest investment that the federal government has made in any single transportation project in the country’s history,” said Santa Clara County Supervisor Cindy Chavez, who also chairs the VTA board.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We would have loved to have gotten the $6.2 billion. But there are a lot of projects across the country that are competing for the same amount of money, and the Federal Transit Administration has to balance that all out,” Carolyn Gonot, VTA’s general manager, told KQED.\u003c/p>\n\u003cp>Gonot said her staff was keeping a close eye on other projects around the country and regionally that were getting funding at lower levels than requested, including the Transbay Downtown Rail Extension Project, which will extend Caltrain in San Francisco. That project was funded at about 41% by the FTA, she said.\u003c/p>\n\u003cp>“Working with FTA, we were aware that probably our number was not going to come in at 49.4%,” she told KQED. “So we took a preemptive step,” she said.\u003c/p>\n\u003cp>The VTA board voted in late June to approve allocating an additional $500 million from Measure A funds to the BART extension project, Gonot said. The money would come out of revenues that are expected to flow to the agency throughout the remaining life of that measure, which expires in 2036.\u003c/p>\n\u003cp>Reshuffling those funds means VTA is left with a $700 million gap for the extension’s overall funding, something Gonot and other supporters said they are confident can be closed without major cuts to the project.\u003c/p>\n\u003cp>“I’ve been working on this project for 30 years, and we have persevered, and I believe that we will figure out a way to close this funding gap. Either through efficiencies, cost savings, minor scope changes, those types of things,” Gonot said. “So, I believe it will get done.”\u003c/p>\n\u003cp>As currently planned, the project will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon Station and Santa Clara. Much of the trackway will be underground, with stations and lines dug by a massive $76 million tunnel-boring machine being assembled in Germany.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Chavez, speaking during a press conference announcing the funding on Friday, said the VTA will put a 60-day freeze on any new professional spending at the agency to help close the $700 million gap. She added the agency plans to renegotiate current contracts, though she didn’t offer details.\u003c/p>\n\u003cp>“We’re going to ask everybody to help,” she said. “I am so confident that as a community, we’re going to be able to wrap our arms around this project and make it happen.”\u003c/p>\n\u003cp>Tom Maguire, the head of megaprojects for VTA, said he believes the project will still be able to meet the current time and cost estimates.\u003c/p>\n\u003cp>“It’s undoubtedly a challenge, but the $5.1 billion is great news,” Maguire said. “Now we know what we can count on. And now our funding plan, it’s a lot more concrete. We know the problem we’re trying to solve right now.”\u003c/p>\n\u003cp>Mahan, who, along with Gonot, received the call from federal officials on Thursday letting them know about the funding commitment, said it represents a historic investment.\u003c/p>\n\u003cp>“It’s a national bet on Silicon Valley, on the innovation economy,” Mahan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“But more than anything, it’s a bet on the ingenuity and hard work of the people of Santa Clara County,” Mahan said. “And that’s fitting because it’s the people of Santa Clara County who got us to this point and enabled us to go secure this historic federal match.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART has just brought its “next generation” fare gates to San Francisco for the first time, installing some at the Civic Center station as part of the \u003ca href=\"https://www.kqed.org/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency\">struggling transit system’s\u003c/a> attempt to address rider concerns over fare evasion and safety.\u003c/p>\n\u003cp>The new gates feature heavy polycarbonate door panels and steel frames that stand 7 feet tall, which officials hope will stop people from hopping or slipping through without paying.\u003c/p>\n\u003cp>BART has promised to replace the gates at all of its 50 stations, totaling over 700 new gates at a cost of around $90 million, by the end of 2025. Civic Center is the second station after West Oakland to get the new gates, although only the 7th Street entrance has been outfitted with the upgrade so far.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Anna Duckworth, a spokesperson for BART, said the new gates are a response to riders who desire a safer and more secure transit experience.\u003c/p>\n\u003cp>Like many other transit agencies, BART saw its fare revenue plummet during the COVID-19 pandemic and has struggled to lure riders back. Ridership remains less than half what it was in 2019 due largely to the pandemic-driven shift in work habits, though riders have also complained about service reliability, safety and fare evasion.[aside postID=news_11996890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-1322125500-1020x668.jpg']“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This is something our riders have been telling us they want,” Duckworth said. “A lot of riders don’t want to see other people not paying to get into the system when they’re paying to get into the system.”\u003c/p>\n\u003cp>At the West Oakland station, where the gates were first installed in late December, over 1 million entries and exits were recorded in the first six months. According to Duckworth, that’s 120,000 more than the station recorded during the same period last year—an 11% increase versus 6% systemwide.\u003c/p>\n\u003cp>“I think this should be the way forward,” Shubh Ranjan, a frequent BART rider, told KQED on Monday at the Civic Center station. “People don’t try to bypass you, so this is a good thing, a good initiative.”\u003c/p>\n\u003cp>He noted that the gates were easy to use and that he had no trouble getting through the doors.\u003c/p>\n\u003cp>The new gates feature mechanical locks that make it difficult to push through without first paying. With the new gates, riders will also be able to use Apple and Google Pay on their phones to pay their fare directly, although the Clipper card will still be in use.\u003c/p>\n\u003cp>BART still has 49 stations, including the Civic Center, awaiting new gates.\u003c/p>\n\u003cp>The gates are produced by a South Korean vendor, so BART staff will have to wait for the next delivery of parts, which is scheduled for Aug. 14. Installation of the next gates at Civic Center is set to begin on Aug. 16, Duckworth said, after which BART will begin installing gates at Oakland’s Fruitvale station.\u003c/p>\n\u003cp>According to Duckworth, the transit system is still on track to finish the project by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The man accused of killing a woman by pushing her into a BART train last week did not appear at his arraignment Monday morning because he was in the hospital, according to the San Francisco public defender’s office.\u003c/p>\n\u003cp>The arraignment is set to continue Tuesday, but a spokesperson for the public defender’s office said Monday that he likely won’t be well enough to go to court. He is in the hospital for a mental health issue, the San Francisco Standard \u003ca href=\"https://sfstandard.com/2024/07/08/trevor-belmont-bart-murder-suspect-mental-illness/\">reported\u003c/a>.\u003c/p>\n\u003cp>Trevor Belmont, 49, faces charges of murder and elder abuse in connection with the alleged attack on a 74-year-old woman waiting at the Powell Street Station late on July 1. Around 11 p.m., Belmont reportedly pushed the victim, San Mateo County resident Corazon Dandan, into the path of a southbound train, causing her to hit her head and fall onto the platform.\u003c/p>\n\u003cp>BART Police officers and paramedics administered aid before Dandan was transferred to San Francisco General Hospital, where she was later pronounced dead as a result of her injuries, including severe head wounds.\u003c/p>\n\u003cp>Belmont, who is also known as Hoak Taing, was arrested on the platform following the event, BART Police said in a statement. He was booked on the morning of July 2 and is currently in custody at the San Francisco General Hospital, according to SF sheriff’s office records.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The criminal complaint filed by the district attorney’s office alleges that Belmont inflicted great bodily harm on the “vulnerable” victim and intentionally killed her while lying in wait. He has previously been charged in multiple criminal cases in San Francisco dating back to 2007, according to San Francisco Superior Court data.\u003c/p>\n\u003cp>Belmont’s arraignment was originally scheduled for Friday afternoon but was continued to Monday morning, and again to Tuesday morning, after he did not appear. Angela Chan, a spokesperson for the public defender’s office, said in a statement to KQED that it isn’t likely he will appear in court tomorrow, either.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Mr. Belmont is in the hospital. It doesn’t appear he will be well enough to go to court tomorrow,” she said via email.\u003c/p>\n\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "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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"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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"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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"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.",
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"possible": {
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"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.",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
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"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"tvMonthlyScheduleReducer": {},
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},
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"checkPleaseReducer": {
"filterData": {
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"key": "Restaurant Region",
"filters": [
"Any Region"
]
},
"cuisine": {
"key": "Restaurant Cuisine",
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},
"restaurantDataById": {},
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"userAgentReducer": {
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"isBot": true
},
"requestOutcomesReducer": {
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}
}
