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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Marisa and Guy Marzorati discuss how the deal to raise the federal debt limit divided California House Democrats, with implications for the 2024 U.S. Senate race. Then, Annie Fryman, Director of Special Projects at SPUR joins to discuss her work with State Senator Scott Wiener crafting landmark changes to California housing law. She also lays out the stakes for California transit agencies in the ongoing negotiations over the state budget.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>As California grapples with a $31.5 billion budget deficit, Gov. Gavin Newsom in his latest spending plan denied public transit agencies a lifeline.\u003c/p>\n\u003cp>But transit officials and their supporters in the Legislature aren’t giving up hope that the state will offer at least some aid. And Friday, the California Transit Association delivered a plan for how individual agencies should ask for money — and how they would be held accountable for how they spend it.\u003c/p>\n\u003cp>Transit agencies are \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">seeking $5.15 billion in operating funds\u003c/a> over the next five years — warning that without substantial cash, they’ll \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">fall deep into a financial pit\u003c/a> caused by a continued decline in ridership since the pandemic and the drying up of federal funds.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[ad fullwidth]\u003c/span>\u003c/p>\n\u003cp>Without some kind of financial infusion, Muni — San Francisco’s bus system — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-muni-transit-fiscal-cliff-18101045.php\">may have to start cutting bus lines this summer\u003c/a>. Other transit systems are issuing similarly dire forecasts.\u003c/p>\n\u003cp>If services are cut, commuters will be affected, including working people who can’t afford cars — and certainly not electric vehicles. Increased use of public transit \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">is key to reducing carbon emissions and reaching the state’s climate goals\u003c/a> championed by Newsom and Democratic leaders.\u003c/p>\n\u003cfigure id=\"attachment_11950410\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950410\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg\" alt=\"Muni buses parked in San Francisco. They are gray with a red stripe down the side of the bus. The road is wet from rain.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bus yard in San Francisco on April 6, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in his \u003ca href=\"https://calmatters.org/politics/2023/05/california-budget-deficit-newsom/\">updated budget plan unveiled this month\u003c/a>, the governor committed only to working with the Legislature to find a solution.\u003c/p>\n\u003cp>“You can’t do everything,” he said at his May 12 budget briefing. “It’s about balancing other priorities.”\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Zack Deutsch-Gross, policy director, TransForm\"]‘The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it.’[/pullquote]\u003c/p>\n\u003cp>The state Senate wants to make public transit a priority. In its spending proposal, it included the $5.15 billion as “bridge funding.” Supporters say the money can come from a mix of sources that already support transit and would reduce general fund revenue by only $213 million.\u003c/p>\n\u003cp>TransForm, an advocacy group focused on transit and housing inequities, said it was \u003ca href=\"https://www.transformca.org/post/press-release-governor-newsom-s-may-revise-fails-to-include-transit-operations?eId=b3522a35-c234-4f3b-978a-1250c46c8709&eType=EmailBlastContent\">disappointed in Newsom’s decision\u003c/a>.\u003c/p>\n\u003cp>“The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it,” said Zack Deutsch-Gross, TransForm policy director.\u003c/p>\n\u003cp>The budget negotiations are well underway, with a June 15 deadline for the Legislature to pass a budget to keep collecting pay.\u003c/p>\n\u003ch2>\u003cstrong>Call for help too late?\u003c/strong>\u003c/h2>\n\u003cp>At a \u003ca href=\"https://youtu.be/V4p2vZSN_rs?t=1634\">town hall\u003c/a> on May 12, Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/philip-ting-1969/\">Phil Ting\u003c/a>, a Democrat from San Francisco and chair of the Assembly Budget Committee, said transit agencies should have been better prepared and should have “sounded the alarm earlier.”\u003c/p>\n\u003cp>“Having said that, we are where we are. We can’t change the past,” Ting said.\u003c/p>\n\u003cfigure id=\"attachment_11950408\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11950408 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS6153_006.jpg\" alt=\"An Asian man with black hair combed back in a blue business suit is speaking with his hands.\" width=\"1980\" height=\"1319\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1920x1279.jpg 1920w\" sizes=\"(max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Phil Ting at a community meeting on language access and the Affordable Care Act on Aug. 13, 2014. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that legislators in the Bay Area Caucus he leads are focused on the issue and committed to making sure agencies don’t go over the “fiscal cliff.”\u003c/p>\n\u003cp>“We know that once these agencies have to stop service, it’s very difficult to turn it back on,” he said.\u003c/p>\n\u003cp>Ting said that, given the budget shortfall, the goal is to help get agencies to solid enough ground to pursue a local ballot measure for long-term financial sustainability.\u003c/p>\n\u003cp>But he also said that for the state to help, transit representatives need to present a spending plan and demonstrate accountability.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center Station in San Francisco during the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Friday, the California Transit Association, which represents agencies throughout the state, \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/California-Transit-Association-Accountability-and-Reform-Framework-FINAL.pdf\">responded with its proposal\u003c/a>, which includes an 18-month deadline to report how funds are spent. Sent to Newsom and legislative leaders, the blueprint is based on recovery plans previously created by the Bay Area’s regional transportation commission and the Los Angeles Metropolitan Transportation Authority, as well as a bill this session from Burbank-area Democratic Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/laura-friedman-1966/\">Laura Friedman\u003c/a> on transit oversight.\u003cspan style=\"font-weight: 400\">[aside label='More Stories on Transportation' tag='transportation']\u003c/span>The association also noted that its proposal won’t solve all the underlying issues.\u003c/p>\n\u003cp>“As we advance this accountability and reform framework, we continue to elevate that significant external challenges will continue to impact agencies’ budgets, operating environments, and ridership levels, including, the hollowing out of downtown cores, the housing crisis, and rise in violent crime,” it said in a statement.\u003c/p>\n\u003cp>The proposal, however, doesn’t satisfy concerns from some lawmakers, including state Sen. \u003ca href=\"https://calmatters.org/legislator-tracker/steven-glazer-1957/\">Steve Glazer\u003c/a>, who has been vocal in his criticism of BART oversight. BART officials previously responded to some of those concerns, saying the “fiscal cliff” has more to do with the agency’s financial model rather than specific expenses and missteps.\u003c/p>\n\u003cfigure id=\"attachment_11950409\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950409\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A passenger on BART looks out the window from his seat.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train heading from Oakland to San Francisco in the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I thought it was an April Fool’s joke delivered in May,” Glazer told CalMatters of the association’s proposal. “Self-policing is not accountability.”\u003c/p>\n\u003cp>Meanwhile, agencies have already begun to make some changes to boost ridership, including BART ramping up service on its most popular line between Antioch and San Francisco, and LA Metro ramping up both homelessness services and microtransit.\u003c/p>\n\u003cp>But those changes aren’t cheap.\u003c/p>\n\u003cp>Bevan Dufty, a member of the BART board of directors, \u003ca href=\"https://www.youtube.com/watch?v=lLHzI1pK9ro\">said in April\u003c/a>: “We really can’t cut our way out of this.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As California grapples with a $31.5 billion budget deficit, Gov. Gavin Newsom in his latest spending plan denied public transit agencies a lifeline.\u003c/p>\n\u003cp>But transit officials and their supporters in the Legislature aren’t giving up hope that the state will offer at least some aid. And Friday, the California Transit Association delivered a plan for how individual agencies should ask for money — and how they would be held accountable for how they spend it.\u003c/p>\n\u003cp>Transit agencies are \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">seeking $5.15 billion in operating funds\u003c/a> over the next five years — warning that without substantial cash, they’ll \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">fall deep into a financial pit\u003c/a> caused by a continued decline in ridership since the pandemic and the drying up of federal funds.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Without some kind of financial infusion, Muni — San Francisco’s bus system — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-muni-transit-fiscal-cliff-18101045.php\">may have to start cutting bus lines this summer\u003c/a>. Other transit systems are issuing similarly dire forecasts.\u003c/p>\n\u003cp>If services are cut, commuters will be affected, including working people who can’t afford cars — and certainly not electric vehicles. Increased use of public transit \u003ca href=\"https://calmatters.org/public-transportation/2023/04/public-transit-california/\">is key to reducing carbon emissions and reaching the state’s climate goals\u003c/a> championed by Newsom and Democratic leaders.\u003c/p>\n\u003cfigure id=\"attachment_11950410\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950410\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg\" alt=\"Muni buses parked in San Francisco. They are gray with a red stripe down the side of the bus. The road is wet from rain.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS42569_006_KQED_SanFrancisco_Muni_04062020-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bus yard in San Francisco on April 6, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in his \u003ca href=\"https://calmatters.org/politics/2023/05/california-budget-deficit-newsom/\">updated budget plan unveiled this month\u003c/a>, the governor committed only to working with the Legislature to find a solution.\u003c/p>\n\u003cp>“You can’t do everything,” he said at his May 12 budget briefing. “It’s about balancing other priorities.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The state Senate wants to make public transit a priority. In its spending proposal, it included the $5.15 billion as “bridge funding.” Supporters say the money can come from a mix of sources that already support transit and would reduce general fund revenue by only $213 million.\u003c/p>\n\u003cp>TransForm, an advocacy group focused on transit and housing inequities, said it was \u003ca href=\"https://www.transformca.org/post/press-release-governor-newsom-s-may-revise-fails-to-include-transit-operations?eId=b3522a35-c234-4f3b-978a-1250c46c8709&eType=EmailBlastContent\">disappointed in Newsom’s decision\u003c/a>.\u003c/p>\n\u003cp>“The $2.5 billion needed to save Bay Area transit is less costly, in terms of dollars, people and the planet than the $5 billion in additional transportation costs that will be paid by the people who can least afford it,” said Zack Deutsch-Gross, TransForm policy director.\u003c/p>\n\u003cp>The budget negotiations are well underway, with a June 15 deadline for the Legislature to pass a budget to keep collecting pay.\u003c/p>\n\u003ch2>\u003cstrong>Call for help too late?\u003c/strong>\u003c/h2>\n\u003cp>At a \u003ca href=\"https://youtu.be/V4p2vZSN_rs?t=1634\">town hall\u003c/a> on May 12, Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/philip-ting-1969/\">Phil Ting\u003c/a>, a Democrat from San Francisco and chair of the Assembly Budget Committee, said transit agencies should have been better prepared and should have “sounded the alarm earlier.”\u003c/p>\n\u003cp>“Having said that, we are where we are. We can’t change the past,” Ting said.\u003c/p>\n\u003cfigure id=\"attachment_11950408\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11950408 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS6153_006.jpg\" alt=\"An Asian man with black hair combed back in a blue business suit is speaking with his hands.\" width=\"1980\" height=\"1319\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS6153_006-1920x1279.jpg 1920w\" sizes=\"(max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Assemblymember Phil Ting at a community meeting on language access and the Affordable Care Act on Aug. 13, 2014. \u003ccite>(Deborah Svoboda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that legislators in the Bay Area Caucus he leads are focused on the issue and committed to making sure agencies don’t go over the “fiscal cliff.”\u003c/p>\n\u003cp>“We know that once these agencies have to stop service, it’s very difficult to turn it back on,” he said.\u003c/p>\n\u003cp>Ting said that, given the budget shortfall, the goal is to help get agencies to solid enough ground to pursue a local ballot measure for long-term financial sustainability.\u003c/p>\n\u003cp>But he also said that for the state to help, transit representatives need to present a spending plan and demonstrate accountability.\u003c/p>\n\u003cfigure id=\"attachment_11950411\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950411\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg\" alt=\"A shot of a BART train inside the Civic Center stop.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41957_007_KQED_PublicTransit_03102020_6511-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Civic Center Station in San Francisco during the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>On Friday, the California Transit Association, which represents agencies throughout the state, \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/California-Transit-Association-Accountability-and-Reform-Framework-FINAL.pdf\">responded with its proposal\u003c/a>, which includes an 18-month deadline to report how funds are spent. Sent to Newsom and legislative leaders, the blueprint is based on recovery plans previously created by the Bay Area’s regional transportation commission and the Los Angeles Metropolitan Transportation Authority, as well as a bill this session from Burbank-area Democratic Assemblymember \u003ca href=\"https://calmatters.org/legislator-tracker/laura-friedman-1966/\">Laura Friedman\u003c/a> on transit oversight.\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>The association also noted that its proposal won’t solve all the underlying issues.\u003c/p>\n\u003cp>“As we advance this accountability and reform framework, we continue to elevate that significant external challenges will continue to impact agencies’ budgets, operating environments, and ridership levels, including, the hollowing out of downtown cores, the housing crisis, and rise in violent crime,” it said in a statement.\u003c/p>\n\u003cp>The proposal, however, doesn’t satisfy concerns from some lawmakers, including state Sen. \u003ca href=\"https://calmatters.org/legislator-tracker/steven-glazer-1957/\">Steve Glazer\u003c/a>, who has been vocal in his criticism of BART oversight. BART officials previously responded to some of those concerns, saying the “fiscal cliff” has more to do with the agency’s financial model rather than specific expenses and missteps.\u003c/p>\n\u003cfigure id=\"attachment_11950409\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11950409\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg\" alt=\"A passenger on BART looks out the window from his seat.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/05/RS41952_002_KQED_PublicTransit_03102020_6485-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A BART train heading from Oakland to San Francisco in the afternoon on Tuesday, March 10, 2020. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I thought it was an April Fool’s joke delivered in May,” Glazer told CalMatters of the association’s proposal. “Self-policing is not accountability.”\u003c/p>\n\u003cp>Meanwhile, agencies have already begun to make some changes to boost ridership, including BART ramping up service on its most popular line between Antioch and San Francisco, and LA Metro ramping up both homelessness services and microtransit.\u003c/p>\n\u003cp>But those changes aren’t cheap.\u003c/p>\n\u003cp>Bevan Dufty, a member of the BART board of directors, \u003ca href=\"https://www.youtube.com/watch?v=lLHzI1pK9ro\">said in April\u003c/a>: “We really can’t cut our way out of this.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Displaced Residents From Coliseum-Area Complex Want BART to Hold Developer Accountable",
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"content": "\u003cp>Scores of residents forced over New Year’s weekend to evacuate a flood-damaged East Oakland apartment complex built on BART property are still months away from being able to return home and are appealing to the agency’s elected board for help.\u003c/p>\n\u003cp>Tenants from the 110-unit Coliseum Connections development confronted the board on Thursday about the conditions they’re facing — including vermin-infested temporary hotel accommodations, disrupted family and work life, and ongoing stress and mental health challenges — after a resident at the complex reportedly took his own life earlier this week.\u003c/p>\n\u003cp>“It’s been 117 days. We don’t need you to listen anymore. We need you to do something,” resident Jasmine Braggs told the board. “We’re done talking. We’re done telling you guys what we don’t have — you have that.”\u003c/p>\n\u003cp>Residents are still awaiting the completion of extensive work and repairs needed after New Year’s weekend storms flooded streets adjacent to BART’s Coliseum station and inundated the development’s parking garage.[pullquote align=\"right\" size=\"medium\" citation=\"Tommie Wheeler, tenant\"]‘A lot of mental breakdowns are happening. It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.’[/pullquote]Michael Johnson, CEO of the property’s developer and owner, UrbanCore Development, earlier estimated residents would be able to move back in by April 1. The delay was mostly due, he said, to the difficulty in purchasing electrical equipment to replace gear damaged during the flood.\u003c/p>\n\u003cp>In an email responding to KQED questions Thursday, he said the new target date is July 1.\u003c/p>\n\u003cp>Braggs acknowledged that BART has given the displaced residents free Clipper cards, but said much more is needed, with residents facing at least two more months before they can get back into their units and some semblance of the daily routines that have been taken away from them.\u003c/p>\n\u003cp>“What you guys have done, we appreciate it, but it’s not enough,” Braggs said. “I want to cook a meal. I want to be at home. I want to invite people over. I can’t do that.”\u003c/p>\n\u003cp>Most of the residents who addressed the board Thursday blamed UrbanCore’s Johnson for leaving them to fend for themselves.\u003c/p>\n\u003cp>UrbanCore initially paid the hotel bills for displaced residents after the New Year’s flood. The city of Oakland stepped in to pick up the tab after Johnson announced abruptly in early February his firm could no longer afford to pay.\u003c/p>\n\u003cp>Some residents have exercised an option to get out of their Coliseum Connections leases. But many others in the complex, which includes a mix of 50% lower-income and 50% market-rate units, remain in hotels amid sometimes dismal conditions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>East Bay BART board member Lateefah Simon, who has been in frequent touch with the displaced residents, described some hotel accommodations as “laden with vermin and crime.” Braggs said families with three or more children are staying in single-room units with just one sink for dishwashing and personal care.\u003c/p>\n\u003cp>“People are not having their needs met,” tenant Hezekiah Burton told the board. “People cannot get their kids to school or to work, and the amount of emotional and mental effort needed for my fellow neighbors to advocate for themselves — we are not dedicated, fully trained civil rights or community grassroots organizers. We are just ordinary people working and trying to make a living and pay our taxes.”\u003c/p>\n\u003cp>Several residents mentioned the reported incident earlier in the week in which a neighbor returned to his unit in the complex and took his own life. The meeting paused at one point for an extended moment of silence.\u003c/p>\n\u003cp>“A lot of mental breakdowns are happening,” said tenant Tommie Wheeler. “It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.”\u003c/p>\n\u003cp>Burton asked the board what the agency would do to “make sure our neighbors are made whole again and, two, make sure this never happens again. Part of that is to acknowledge that Michael Johnson is not a person to do business with.”[pullquote align=\"right\" size=\"medium\" citation=\"Lateefah Simon, East Bay BART board member\"]‘I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members.’[/pullquote]The harshest criticism of Johnson came from board member Simon, who said the developer has been “blatently disrespectful to single mothers and horrifically negligent in his response toward these community members.”\u003c/p>\n\u003cp>“The ways in which this developer has treated these residents in this process — I speak only for myself, but I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members,” she said.\u003c/p>\n\u003cp>Johnson said in an email “there is absolutely no basis” to the accusations leveled by Simon and others.\u003c/p>\n\u003cp>BART granted UrbanCore Development a long-term lease on its Coliseum property as part of its extensive transit-oriented development program. The agency has no formal role in operating or overseeing the Coliseum Connections complex, which opened in 2019.\u003c/p>\n\u003cp>Some residents are encouraging BART to consider revoking UrbanCore’s lease.\u003c/p>\n\u003cp>Tenant Alex Vila urged agency officials to closely scrutinize its contract with Johnson and UrbanCore, saying, “and he breaks any piece of that lease, remove him from the right to lease your property and find us a new landlord.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "About 200 people were forced out of their homes in the Coliseum Connections complex, built on BART property, during New Year's weekend floods. Four months later — and after the reported suicide of a fellow displaced tenant — they want the transit agency to take action.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Scores of residents forced over New Year’s weekend to evacuate a flood-damaged East Oakland apartment complex built on BART property are still months away from being able to return home and are appealing to the agency’s elected board for help.\u003c/p>\n\u003cp>Tenants from the 110-unit Coliseum Connections development confronted the board on Thursday about the conditions they’re facing — including vermin-infested temporary hotel accommodations, disrupted family and work life, and ongoing stress and mental health challenges — after a resident at the complex reportedly took his own life earlier this week.\u003c/p>\n\u003cp>“It’s been 117 days. We don’t need you to listen anymore. We need you to do something,” resident Jasmine Braggs told the board. “We’re done talking. We’re done telling you guys what we don’t have — you have that.”\u003c/p>\n\u003cp>Residents are still awaiting the completion of extensive work and repairs needed after New Year’s weekend storms flooded streets adjacent to BART’s Coliseum station and inundated the development’s parking garage.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Michael Johnson, CEO of the property’s developer and owner, UrbanCore Development, earlier estimated residents would be able to move back in by April 1. The delay was mostly due, he said, to the difficulty in purchasing electrical equipment to replace gear damaged during the flood.\u003c/p>\n\u003cp>In an email responding to KQED questions Thursday, he said the new target date is July 1.\u003c/p>\n\u003cp>Braggs acknowledged that BART has given the displaced residents free Clipper cards, but said much more is needed, with residents facing at least two more months before they can get back into their units and some semblance of the daily routines that have been taken away from them.\u003c/p>\n\u003cp>“What you guys have done, we appreciate it, but it’s not enough,” Braggs said. “I want to cook a meal. I want to be at home. I want to invite people over. I can’t do that.”\u003c/p>\n\u003cp>Most of the residents who addressed the board Thursday blamed UrbanCore’s Johnson for leaving them to fend for themselves.\u003c/p>\n\u003cp>UrbanCore initially paid the hotel bills for displaced residents after the New Year’s flood. The city of Oakland stepped in to pick up the tab after Johnson announced abruptly in early February his firm could no longer afford to pay.\u003c/p>\n\u003cp>Some residents have exercised an option to get out of their Coliseum Connections leases. But many others in the complex, which includes a mix of 50% lower-income and 50% market-rate units, remain in hotels amid sometimes dismal conditions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>East Bay BART board member Lateefah Simon, who has been in frequent touch with the displaced residents, described some hotel accommodations as “laden with vermin and crime.” Braggs said families with three or more children are staying in single-room units with just one sink for dishwashing and personal care.\u003c/p>\n\u003cp>“People are not having their needs met,” tenant Hezekiah Burton told the board. “People cannot get their kids to school or to work, and the amount of emotional and mental effort needed for my fellow neighbors to advocate for themselves — we are not dedicated, fully trained civil rights or community grassroots organizers. We are just ordinary people working and trying to make a living and pay our taxes.”\u003c/p>\n\u003cp>Several residents mentioned the reported incident earlier in the week in which a neighbor returned to his unit in the complex and took his own life. The meeting paused at one point for an extended moment of silence.\u003c/p>\n\u003cp>“A lot of mental breakdowns are happening,” said tenant Tommie Wheeler. “It’s just really unfortunate what happened this week. My Coliseum Connection family — we’re literally begging for help.”\u003c/p>\n\u003cp>Burton asked the board what the agency would do to “make sure our neighbors are made whole again and, two, make sure this never happens again. Part of that is to acknowledge that Michael Johnson is not a person to do business with.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The harshest criticism of Johnson came from board member Simon, who said the developer has been “blatently disrespectful to single mothers and horrifically negligent in his response toward these community members.”\u003c/p>\n\u003cp>“The ways in which this developer has treated these residents in this process — I speak only for myself, but I would hope that moving forward, when we are selecting developers to build for us, especially when it involves real people and housing and families, that we do everything possible to look into their backgrounds and how they have treated other investors and residents and community members,” she said.\u003c/p>\n\u003cp>Johnson said in an email “there is absolutely no basis” to the accusations leveled by Simon and others.\u003c/p>\n\u003cp>BART granted UrbanCore Development a long-term lease on its Coliseum property as part of its extensive transit-oriented development program. The agency has no formal role in operating or overseeing the Coliseum Connections complex, which opened in 2019.\u003c/p>\n\u003cp>Some residents are encouraging BART to consider revoking UrbanCore’s lease.\u003c/p>\n\u003cp>Tenant Alex Vila urged agency officials to closely scrutinize its contract with Johnson and UrbanCore, saying, “and he breaks any piece of that lease, remove him from the right to lease your property and find us a new landlord.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Last week's announcement that BART intends to nearly triple the budget for its inspector general is unlikely to end the long-running battle over how much power the office, set up several years ago to guard against \u003ca href=\"https://www.bart.gov/about/inspector-general/investigations\">waste, fraud and abuse\u003c/a> at the agency, should enjoy.\u003c/p>\n\u003cp>BART said last Wednesday that \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230329\">it had reached an agreement with the Metropolitan Transportation Commission that will increase the budget\u003c/a> for its inspector general's office from $1 million to $2.7 million a year.\u003c/p>\n\u003cp>Under the agreement, $1.1 million of the new funds will come from regional bridge tolls. BART will provide the remaining $600,000.\u003c/p>\n\u003cp>Agency General Manager Bob Powers said in a statement the dramatic increase in funding shows the agency is committed to supporting the office.\u003c/p>\n\u003cp>The announcement came after a series of recent developments that showcased the continuing tension between BART and one of its toughest critics, East Bay state Sen. Steve Glazer, about whether the agency is being held sufficiently accountable for how it handles its $2.5 billion budget.\u003c/p>\n\u003cp>Glazer crafted the language that set up the BART inspector general's office as part of a \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">2018 ballot measure\u003c/a> that raised bridge tolls on the Bay Area's seven state-owned bridges.\u003c/p>\n\u003cfigure id=\"attachment_11945495\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11945495\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg\" alt=\"A man and three women stand in front of a podium with a microphone attached and signs. A press conference at BART's Orinda Station.\" width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1020x657.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1536x989.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-2048x1319.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1920x1237.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Inspector General Harriet Richardson (second from left) at a March 17, 2023, media event held to explain her resignation. Other participants included (left to right) state Sen. Steve Glazer of Orinda and BART board members Debora Allen and Liz Ames. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gov. Gavin Newsom appointed former Palo Alto auditor Harriet Richardson to the newly created post of inspector general in 2019. But as detailed in an \u003ca href=\"https://grandjury.wpengine.com/wp-content/uploads/2022/12/Grand.Jury_.Report.2022.for_.ITD_.Web_.pdf\">Alameda County Civil Grand Jury report (PDF)\u003c/a> last year — and in \u003ca href=\"https://grandjury.acgov.org/wp-content/uploads/2023/02/202302-BART.RESPONSE.pdf\">the BART Board of Directors' response (PDF)\u003c/a> to that report — there was significant friction between the agency and its newly designated watchdog.\u003c/p>\n\u003cp>The grand jury alleged that BART's board and management engaged in \"a pattern of obstruction\" by, among other things, interfering with a risk assessment the inspector general was conducting and by failing to cooperate with Richardson's effort to create a charter that would codify her office's powers and responsibilities.\u003c/p>\n\u003cp>The BART board's response rejected those findings and said any lack of cooperation was due to the agency's initial misunderstanding of the inspector general's role. The response also argued that Richardson had failed to follow up on delivering a charter proposal.\u003c/p>\n\u003cp>The dispute led Sen. Glazer to introduce a bill last year, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220SB1488\">SB 1488\u003c/a>, that would have clarified and expanded the inspector general's role. The final bill, which included a host of amendments BART requested, passed with virtually no opposition.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Nevertheless, BART urged Gov. Gavin Newsom to veto the bill over a provision the agency said failed to adequately protect union workers who might be compelled to meet with the inspector general during investigations.\u003c/p>\n\u003cp>Glazer said in a recent interview that he was shocked by the agency's 11th-hour move to kill the legislation.\u003c/p>\n\u003cp>\"BART asked for a number of amendments to the bill, and I agreed to every single one of them,\" he said. \"And then at the end of the day, they wrote a letter to the governor and said, 'Veto it.'\"\u003c/p>\n\u003cp>Glazer said that episode and other \"broken promises\" were behind his decision in early March to withdraw from a special committee headed by San Francisco state Sen. Scott Wiener to address the funding crisis facing transit operators statewide.\u003c/p>\n\u003cp>The agencies, joined by the \u003ca href=\"https://caltransit.org/\">California Transit Association\u003c/a>, public transportation advocates and many lawmakers, are working on a proposal that would provide bridge funding for operators that are facing huge deficits because of continued low ridership in the wake of the pandemic.\u003c/p>\n\u003cp>\"I felt it was simply a cheerleading entity for BART and for more money,\" Glazer said. \"And it didn't have as an important element to get the accountability and oversight that I think the riders and the taxpayers deserve to have.\"\u003c/p>\n\u003cp>Glazer's withdrawal from the Senate panel was followed quickly by an announcement from Richardson that she would leave her post in mid-March — five months earlier than planned. She was leaving early, she said, because of ongoing \"challenges\" dealing with the BART board and management — challenges she said were exemplified by last year's civil grand jury obstruction findings and the BART board's response.\u003c/p>\n\u003cp>Richardson's office had just released the results of several widely publicized investigations, including one in which she found that \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">BART paid $350,000 to an outside agency for homelessness outreach services (PDF)\u003c/a> that resulted in just one person being referred to a treatment program.\u003c/p>\n\u003cp>That finding was accompanied by the results of several other investigations, including one that substantiated \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">an allegation that a BART worker was being paid for more than 80 hours of work a week despite not reporting for duty (PDF)\u003c/a>.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='bart']BART board member Bevan Dufty, a member of the board's audit committee, said in an interview that he felt Richardson's work helped the agency. And he insisted that far more often than not, the board supported the inspector general's findings.\u003c/p>\n\u003cp>\"Our inspector general has done good things,\" he said. \"I'd like to point out that in the inspector general's own words, she acknowledged that 90% of the recommendations that she and her staff have made are either implemented or in the process of being implemented.\"\u003c/p>\n\u003cp>Dufty conceded that the office's original $1 million budget was \"a hindrance.\" He blamed the failure to increase the budget before now on the fact that a long-running lawsuit blocked the release of \u003ca href=\"https://mtc.ca.gov/sites/default/files/RM_3_FAQ_3-1-18.pdf\">Regional Measure 3 (PDF)\u003c/a> toll revenue until earlier this year.\u003c/p>\n\u003cp>Responding to last week's announcement that the inspector general's budget will increase to $2.7 million, Glazer said in a statement, \"The announcement to take the IG off its starvation diet is a positive step forward.\"\u003c/p>\n\u003cp>But he added that be believes the office still needs expanded authority. To that end, Glazer is trying again to pass legislation to expand the inspector general's authority and guarantee its independence. His \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB827\">SB 827\u003c/a> would also mandate misdemeanor criminal penalties against those who obstruct the office's investigations.\u003c/p>\n\u003cp>BART has expressed concern about the criminal penalty provision and has taken an official \"support if amended\" position on the bill, which is due for its first committee hearing next week.\u003c/p>\n\u003cp>The outcome of those legislative deliberations aside, the next task for BART will be finding Richardson's replacement. The law that created her position requires the agency to send the names of three candidates to Gov. Newsom, who will choose the next inspector general.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART's inspector general departed after long-running disagreements with the board. BART has agreed to dramatically increase the inspector general's budget, but the agency's toughest critic in the Legislature says the office's authority also needs to be significantly expanded.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Last week's announcement that BART intends to nearly triple the budget for its inspector general is unlikely to end the long-running battle over how much power the office, set up several years ago to guard against \u003ca href=\"https://www.bart.gov/about/inspector-general/investigations\">waste, fraud and abuse\u003c/a> at the agency, should enjoy.\u003c/p>\n\u003cp>BART said last Wednesday that \u003ca href=\"https://www.bart.gov/news/articles/2023/news20230329\">it had reached an agreement with the Metropolitan Transportation Commission that will increase the budget\u003c/a> for its inspector general's office from $1 million to $2.7 million a year.\u003c/p>\n\u003cp>Under the agreement, $1.1 million of the new funds will come from regional bridge tolls. BART will provide the remaining $600,000.\u003c/p>\n\u003cp>Agency General Manager Bob Powers said in a statement the dramatic increase in funding shows the agency is committed to supporting the office.\u003c/p>\n\u003cp>The announcement came after a series of recent developments that showcased the continuing tension between BART and one of its toughest critics, East Bay state Sen. Steve Glazer, about whether the agency is being held sufficiently accountable for how it handles its $2.5 billion budget.\u003c/p>\n\u003cp>Glazer crafted the language that set up the BART inspector general's office as part of a \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">2018 ballot measure\u003c/a> that raised bridge tolls on the Bay Area's seven state-owned bridges.\u003c/p>\n\u003cfigure id=\"attachment_11945495\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11945495\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg\" alt=\"A man and three women stand in front of a podium with a microphone attached and signs. A press conference at BART's Orinda Station.\" width=\"800\" height=\"515\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-800x515.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1020x657.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1536x989.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-2048x1319.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/04/richardson230317-1920x1237.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Inspector General Harriet Richardson (second from left) at a March 17, 2023, media event held to explain her resignation. Other participants included (left to right) state Sen. Steve Glazer of Orinda and BART board members Debora Allen and Liz Ames. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Gov. Gavin Newsom appointed former Palo Alto auditor Harriet Richardson to the newly created post of inspector general in 2019. But as detailed in an \u003ca href=\"https://grandjury.wpengine.com/wp-content/uploads/2022/12/Grand.Jury_.Report.2022.for_.ITD_.Web_.pdf\">Alameda County Civil Grand Jury report (PDF)\u003c/a> last year — and in \u003ca href=\"https://grandjury.acgov.org/wp-content/uploads/2023/02/202302-BART.RESPONSE.pdf\">the BART Board of Directors' response (PDF)\u003c/a> to that report — there was significant friction between the agency and its newly designated watchdog.\u003c/p>\n\u003cp>The grand jury alleged that BART's board and management engaged in \"a pattern of obstruction\" by, among other things, interfering with a risk assessment the inspector general was conducting and by failing to cooperate with Richardson's effort to create a charter that would codify her office's powers and responsibilities.\u003c/p>\n\u003cp>The BART board's response rejected those findings and said any lack of cooperation was due to the agency's initial misunderstanding of the inspector general's role. The response also argued that Richardson had failed to follow up on delivering a charter proposal.\u003c/p>\n\u003cp>The dispute led Sen. Glazer to introduce a bill last year, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220SB1488\">SB 1488\u003c/a>, that would have clarified and expanded the inspector general's role. The final bill, which included a host of amendments BART requested, passed with virtually no opposition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Nevertheless, BART urged Gov. Gavin Newsom to veto the bill over a provision the agency said failed to adequately protect union workers who might be compelled to meet with the inspector general during investigations.\u003c/p>\n\u003cp>Glazer said in a recent interview that he was shocked by the agency's 11th-hour move to kill the legislation.\u003c/p>\n\u003cp>\"BART asked for a number of amendments to the bill, and I agreed to every single one of them,\" he said. \"And then at the end of the day, they wrote a letter to the governor and said, 'Veto it.'\"\u003c/p>\n\u003cp>Glazer said that episode and other \"broken promises\" were behind his decision in early March to withdraw from a special committee headed by San Francisco state Sen. Scott Wiener to address the funding crisis facing transit operators statewide.\u003c/p>\n\u003cp>The agencies, joined by the \u003ca href=\"https://caltransit.org/\">California Transit Association\u003c/a>, public transportation advocates and many lawmakers, are working on a proposal that would provide bridge funding for operators that are facing huge deficits because of continued low ridership in the wake of the pandemic.\u003c/p>\n\u003cp>\"I felt it was simply a cheerleading entity for BART and for more money,\" Glazer said. \"And it didn't have as an important element to get the accountability and oversight that I think the riders and the taxpayers deserve to have.\"\u003c/p>\n\u003cp>Glazer's withdrawal from the Senate panel was followed quickly by an announcement from Richardson that she would leave her post in mid-March — five months earlier than planned. She was leaving early, she said, because of ongoing \"challenges\" dealing with the BART board and management — challenges she said were exemplified by last year's civil grand jury obstruction findings and the BART board's response.\u003c/p>\n\u003cp>Richardson's office had just released the results of several widely publicized investigations, including one in which she found that \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">BART paid $350,000 to an outside agency for homelessness outreach services (PDF)\u003c/a> that resulted in just one person being referred to a treatment program.\u003c/p>\n\u003cp>That finding was accompanied by the results of several other investigations, including one that substantiated \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">an allegation that a BART worker was being paid for more than 80 hours of work a week despite not reporting for duty (PDF)\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>BART board member Bevan Dufty, a member of the board's audit committee, said in an interview that he felt Richardson's work helped the agency. And he insisted that far more often than not, the board supported the inspector general's findings.\u003c/p>\n\u003cp>\"Our inspector general has done good things,\" he said. \"I'd like to point out that in the inspector general's own words, she acknowledged that 90% of the recommendations that she and her staff have made are either implemented or in the process of being implemented.\"\u003c/p>\n\u003cp>Dufty conceded that the office's original $1 million budget was \"a hindrance.\" He blamed the failure to increase the budget before now on the fact that a long-running lawsuit blocked the release of \u003ca href=\"https://mtc.ca.gov/sites/default/files/RM_3_FAQ_3-1-18.pdf\">Regional Measure 3 (PDF)\u003c/a> toll revenue until earlier this year.\u003c/p>\n\u003cp>Responding to last week's announcement that the inspector general's budget will increase to $2.7 million, Glazer said in a statement, \"The announcement to take the IG off its starvation diet is a positive step forward.\"\u003c/p>\n\u003cp>But he added that be believes the office still needs expanded authority. To that end, Glazer is trying again to pass legislation to expand the inspector general's authority and guarantee its independence. His \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB827\">SB 827\u003c/a> would also mandate misdemeanor criminal penalties against those who obstruct the office's investigations.\u003c/p>\n\u003cp>BART has expressed concern about the criminal penalty provision and has taken an official \"support if amended\" position on the bill, which is due for its first committee hearing next week.\u003c/p>\n\u003cp>The outcome of those legislative deliberations aside, the next task for BART will be finding Richardson's replacement. The law that created her position requires the agency to send the names of three candidates to Gov. Newsom, who will choose the next inspector general.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">People just aren’t taking public transit like they used to.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> BART’s ridership is still less than 40% of what it was before March 2020. On top of that, the agency’s federal emergency funding is scheduled to run out in January 2025.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Leaders of BART and other public transit agencies are now trying to bring back riders and find sources of funding as soon as possible. This will mean everything from new construction, increased policing, and asking for financial help from state lawmakers and voters. Will it work?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">Dan Brekke, KQED editor and reporter\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"http://bit.ly/3yItKbm\">\u003cem>Episode transcript\u003c/em>\u003c/a>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC3147935953&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/about/17653/help-make-the-bay-even-better\">The Bay Survey\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"excerpt": "BART’s ridership is still less than 40% of what it was before March 2020, and the agency’s federal emergency funding is scheduled to run out in January 2025.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">People just aren’t taking public transit like they used to.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> BART’s ridership is still less than 40% of what it was before March 2020. On top of that, the agency’s federal emergency funding is scheduled to run out in January 2025.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Leaders of BART and other public transit agencies are now trying to bring back riders and find sources of funding as soon as possible. This will mean everything from new construction, increased policing, and asking for financial help from state lawmakers and voters. Will it work?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">Dan Brekke, KQED editor and reporter\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"http://bit.ly/3yItKbm\">\u003cem>Episode transcript\u003c/em>\u003c/a>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC3147935953&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/about/17653/help-make-the-bay-even-better\">The Bay Survey\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>BART has agreed to the costliest legal settlement in its half-century history in a case involving a passenger who was severely injured when he was shut in a train door and dragged along a platform in downtown San Francisco.\u003c/p>\n\u003cp>The agreement, negotiated late last year and made public Wednesday, means the transit agency will pay $9.15 million to David Nelson, 61, a San Francisco resident critically injured in the incident at the Powell Street station on Feb. 11, 2021.\u003c/p>\n\u003cp>\u003ca href=\"https://s3.documentcloud.org/documents/23684741/07880856.pdf\">Nelson's lawsuit (PDF)\u003c/a> said he was getting off a train at the station, and struggling with his belongings, when the incident occurred.\u003c/p>\n\u003cp>Nelson's attorney, John Sweeney of Beverly Hills, said his client had removed his bike from the car first, then gone back to get a bag and other items that remained aboard.\u003c/p>\n\u003cp>Eventually, Nelson found himself standing in the door as it began to close, Sweeney said.\u003c/p>\n\u003cp>\"His trench coat got caught in the closing door,\" Sweeney said. Nelson was dragged along the platform, with his leg caught between the platform and the car as the rapidly accelerating train departed the station.[pullquote align=\"right\" size=\"medium\" citation=\"John Sweeney, attorney for David Nelson\"]'There are several fail-safe mechanisms in place so that this kind of thing would not happen ... Only after [the train operator's] done his look-back can he push the button to close the door.'[/pullquote]Nelson's leg injuries were so extreme that doctors needed to amputate the limb above the knee.\u003c/p>\n\u003cp>The most egregious part of the incident, Sweeney said, was that the BART operator had received an automated notification that there was an obstruction in the door before he started the train.\u003c/p>\n\u003cp>\"There are several fail-safe mechanisms in place so that this kind of thing would not happen,\" he said, including an audible alarm if something is preventing a door from closing.\u003c/p>\n\u003cp>\"The trains cannot start without the operator sticking their heads out the window and doing a look-back and making sure that there's no door obstruction and no one standing on the safety strip\" along the platform, Sweeney said. \"Only after he's done his look-back can he push the button to close the door.\"\u003c/p>\n\u003cp>In the February 2021 incident, Sweeney said, the operator \"pushed the button before Mr. Nelson had fully gotten off the train. His excuse in the deposition was that he just didn't see him, even though there was an audible alarm.\"\u003c/p>\n\u003cp>Sweeney said that in agreeing to the settlement, BART did not admit liability in the case. In response to questions, BART confirmed the amount of the settlement but offered no further statement.\u003c/p>\n\u003cp>The $9.15 million settlement is BART's largest-ever payout in a legal case.\u003c/p>\n\u003cp>In 2020, a federal jury ordered the agency to pay $7.2 million in \u003ca href=\"https://www.sfchronicle.com/crime/article/BART-officer-cleared-in-West-Oakland-shooting-of-13330146.php\">the death of Sahleem Tindle\u003c/a>, the victim of a 2018 BART police shooting in West Oakland.\u003c/p>\n\u003cp>BART settled a pair of lawsuits brought by the family of Oscar Grant, whom a BART officer \u003ca href=\"https://www.npr.org/2021/06/23/1009486885/on-our-watch-litigation-reveals-new-details-in-police-shooting-of-oscar-grant\">shot to death at Oakland's Fruitvale station\u003c/a> on New Year's Day 2009, for a total of nearly $3 million.\u003c/p>\n\u003cp>In 2016, the district agreed to pay $3.1 million \u003ca href=\"https://www.eastbaytimes.com/2016/11/18/bart-to-pay-family-of-officer-shot-killed-in-friendly-fire-3-1-million-settlement/\">to settle a wrongful death lawsuit\u003c/a> involving BART Police Sgt. Thomas Smith, who was fatally wounded by a fellow officer while executing a search warrant in 2014.\u003c/p>\n\u003cp>The agency paid $1.35 million in a lawsuit brought by Megan Sheehan, who was seriously injured when \u003ca href=\"https://www.kqed.org/news/11734848/bart-officer-was-reprimanded-for-account-of-takedown-in-which-woman-was-severely-injured\">a BART police officer slammed her face-first\u003c/a> into a floor at Santa Rita Jail in March 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Nelson's leg injuries were so extreme that doctors needed to amputate the limb above the knee.\u003c/p>\n\u003cp>The most egregious part of the incident, Sweeney said, was that the BART operator had received an automated notification that there was an obstruction in the door before he started the train.\u003c/p>\n\u003cp>\"There are several fail-safe mechanisms in place so that this kind of thing would not happen,\" he said, including an audible alarm if something is preventing a door from closing.\u003c/p>\n\u003cp>\"The trains cannot start without the operator sticking their heads out the window and doing a look-back and making sure that there's no door obstruction and no one standing on the safety strip\" along the platform, Sweeney said. \"Only after he's done his look-back can he push the button to close the door.\"\u003c/p>\n\u003cp>In the February 2021 incident, Sweeney said, the operator \"pushed the button before Mr. Nelson had fully gotten off the train. His excuse in the deposition was that he just didn't see him, even though there was an audible alarm.\"\u003c/p>\n\u003cp>Sweeney said that in agreeing to the settlement, BART did not admit liability in the case. In response to questions, BART confirmed the amount of the settlement but offered no further statement.\u003c/p>\n\u003cp>The $9.15 million settlement is BART's largest-ever payout in a legal case.\u003c/p>\n\u003cp>In 2020, a federal jury ordered the agency to pay $7.2 million in \u003ca href=\"https://www.sfchronicle.com/crime/article/BART-officer-cleared-in-West-Oakland-shooting-of-13330146.php\">the death of Sahleem Tindle\u003c/a>, the victim of a 2018 BART police shooting in West Oakland.\u003c/p>\n\u003cp>BART settled a pair of lawsuits brought by the family of Oscar Grant, whom a BART officer \u003ca href=\"https://www.npr.org/2021/06/23/1009486885/on-our-watch-litigation-reveals-new-details-in-police-shooting-of-oscar-grant\">shot to death at Oakland's Fruitvale station\u003c/a> on New Year's Day 2009, for a total of nearly $3 million.\u003c/p>\n\u003cp>In 2016, the district agreed to pay $3.1 million \u003ca href=\"https://www.eastbaytimes.com/2016/11/18/bart-to-pay-family-of-officer-shot-killed-in-friendly-fire-3-1-million-settlement/\">to settle a wrongful death lawsuit\u003c/a> involving BART Police Sgt. Thomas Smith, who was fatally wounded by a fellow officer while executing a search warrant in 2014.\u003c/p>\n\u003cp>The agency paid $1.35 million in a lawsuit brought by Megan Sheehan, who was seriously injured when \u003ca href=\"https://www.kqed.org/news/11734848/bart-officer-was-reprimanded-for-account-of-takedown-in-which-woman-was-severely-injured\">a BART police officer slammed her face-first\u003c/a> into a floor at Santa Rita Jail in March 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cstrong>Updated 1:45 p.m. Thursday, Jan. 26:\u003c/strong> The BART Board of Directors voted to censure member John McPartland for using a racist expression during a meeting earlier this month.\u003c/p>\n\u003cp>McPartland told three Black staff members at a meeting Jan. 12 that their work on BART’s ongoing racial equity initiative was “cotton-pickin’ inspirational.”\u003c/p>\n\u003cp>McPartland, who is white, apologized to the board and staff members Thursday and acknowledged that his “clumsy and inappropriate” words were “offensive and racially insensitive.”\u003c/p>\n\u003cp>Javier Pruitt Hill, one of the three BART employees whose work McPartland commented about on Jan. 12, said during public comment, “Director McPartland, your apology is acknowledged, now it’s time for action.”\u003c/p>\n\u003cp>Pruitt Hill, who works in BART’s Office of Civil Rights, said McPartland’s comment “embarrassed me, disrespected me and emasculated me in public.”\u003c/p>\n\u003cp>He challenged the board of directors to amend its code of conduct to include provisions on racial equity, social justice and anti-racism and to provide for recalls of board members who violate those provisions.\u003c/p>\n\u003cp>Lateefah Simon, the board’s only Black member, acknowledged McPartland’s apology but said public servants must live up to a higher standard in addressing racism.\u003c/p>\n\u003cp>“If we are going to stand up and run for office or be an appointee of any public office, it is not only our duty to understand the matters in front of us, it is our deep duty to understand, love, research and honor the communities we serve,” Simon said. “And, as the apology was read today, begin to make amends.”\u003c/p>\n\u003cp>The board voted six to two to approve Board President Janet Li’s motion to formally censure McPartland and remove him from all committee assignments.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> The BART Board of Directors will consider a measure Thursday to censure a member who used a racist expression during a meeting earlier this month.\u003c/p>\n\u003cp>The measure, introduced by board President Janice Li of San Francisco, is in response to Alameda County member John McPartland’s use of the term “cotton-pickin'” while addressing several staff members at the board’s Jan. 12 meeting.\u003c/p>\n\u003cp>McPartland, who is white, was speaking approvingly of a presentation three Black staff members had just made on BART’s ongoing \u003ca href=\"https://s3.documentcloud.org/documents/23586198/update-on-racial-equity-initiatives-presentation.pdf\">racial equity initiative (PDF)\u003c/a>. One of those presenting was Maceo Wiggins, chief of the agency’s Office of Civil Rights. [pullquote size=\"medium\" align=\"right\" citation=\"Janice Li, president, BART Board of Directors\"]‘We are public officials, we are elected leaders, and we run a district. The bar is set higher for folks like us.’[/pullquote]\u003c/p>\n\u003cp>“I have been looking at these kinds of reports forever and a blue moon,” McPartland said from his Castro Valley home via Zoom. “And despite my relationship with Maceo that goes back — oh my goodness, two decades — I’ve got to tell you that, as opposed to trying to figure out which way to go and based on the data we’re looking at, I find the work that Maceo is doing right now to be so cotton-pickin’ inspirational.”\u003c/p>\n\u003cp>McPartland ended by congratulating Wiggins on “magnificent work” and added, “I look forward to being part of it in any way I can.”\u003c/p>\n\u003cp>\u003ci data-stringify-type=\"italic\">The following video contains offensive content.\u003c/i>\u003c/p>\n\u003cp>https://youtu.be/Yooc2KDD6Hs?t=308\u003c/p>\n\u003cp>Seven of the other eight board members were in the meeting room at BART’s downtown Oakland headquarters; board member Debora Allen of Contra Costa County was also attending remotely. None of the directors responded immediately to McPartland’s comment, though a brief exclamation was audible immediately after he uttered the phrase “cotton-pickin’.”\u003c/p>\n\u003cp>“You’re not going to be able to air the words I said, but it was along the lines of, ‘I can’t believe this,'” San Francisco board member Bevan Dufty said last week.\u003c/p>\n\u003cp>The expression McPartland used is \u003ca href=\"https://www.reddit.com/r/AskHistorians/comments/rapry3/comment/hnn0i96/?utm_source=reddit&utm_medium=web2x&context=3\">considered racist\u003c/a> and one that denigrates Black Americans, who endured forced labor in Southern cotton fields as enslaved workers and later as part of the coercive sharecropping system.\u003c/p>\n\u003cp>The Jan. 12 comment prompted Li to put forward a “\u003ca href=\"https://s3.documentcloud.org/documents/23586052/consideration-of-action-memo.pdf\">consideration of action (PDF)\u003c/a>” against McPartland. The motion says McPartland violated provisions in the BART board \u003ca href=\"https://www.bart.gov/sites/default/files/docs/08-08-13%20Board%20of%20Directors%20CofC.pdf\">code of conduct (PDF)\u003c/a> that require members to treat the public, staff and each other with respect and to refrain from publicly attacking or disparaging staff or members of the public.\u003c/p>\n\u003cp>Li said she feels McPartland, first elected to the BART board in 2008, had no ill intent. But, she added, this was not the first time he had made racially offensive comments during board meetings.\u003c/p>\n\u003cp>“We are public officials, we are elected leaders, and we run a district,” Li said. “The bar is set higher for folks like us. And when this is a pattern of behavior, I think that we can’t just say, ‘Oh, but he doesn’t mean any ill will, it’s fine, we’ll just pull him aside and let him know.'”\u003c/p>\n\u003cp>In 2019, McPartland drew criticism for a patronizing comment made to Abre’ Conner, a Black attorney for the ACLU of Northern California, who had addressed the board during a discussion of whether BART could ban panhandling.\u003c/p>\n\u003cp>“I didn’t catch the name of the young African American lady,” McPartland said. “Very articulate. … If you’re a law student, you’re doing great. If not, you should consider it.”\u003c/p>\n\u003cp>Informed that Conner was an attorney, he chuckled and said, “Already a lawyer? OK. … Doing great.”\u003c/p>\n\u003cp>During a June 2020 board discussion, \u003ca href=\"https://www.kqed.org/news/11826287/bart-director-says-hes-distressed-by-villainization-of-police-and-of-robert-e-lee\">McPartland complained about the removal of monuments commemorating leaders of the Confederacy\u003c/a>. He focused on one in Richmond, Virginia, celebrating Gen. Robert E. Lee, a slaveholder who betrayed his oath to defend the U.S. Constitution by resigning from the Army to lead Confederate forces in the Civil War.\u003c/p>\n\u003cp>“Robert E. Lee was an exemplary general who was a West Point graduate,” McPartland said. “The United States military tried to make him the commander in chief of the Army, and he turned them down, not because of racism, but because of family — the priorities that we have are God, family and country — and he ended up becoming a general that ended up simply doing his job, and he’s being villainized.”\u003c/p>\n\u003cp>During that 2020 meeting, Dufty persuaded McPartland to “walk back” his comments about Lee and the Confederate memorials. In an interview after the Jan. 12 comment, Dufty said he considers McPartland a friend but that his words “would not pass muster in any way, shape or form.”\u003c/p>\n\u003cp>Dufty said he regretted not addressing McPartland’s remark in the moment, saying he realized the words were traumatizing for BART staff members. “I have my own apology to make,” he said. “I’m not going to dance around it.”\u003c/p>\n\u003cp>Li said one factor that made McPartland’s recent comment different from earlier episodes was the fact that it was directed toward BART staff members.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He used those words during a staff presentation and was giving his comments in response to work that staff has done,” Li said. She said that after McPartland’s comment, staff members “were clearly very traumatized and impacted by his use of racist words.” She said that it’s important for BART to “wholly and fully and directly” address what happened.\u003c/p>\n\u003cp>Doing that will “give the district and the general public the confidence that we saw it, we acknowledged it, we’re taking action, and we’re moving on, because BART is here to run trains,” she said.\u003c/p>\n\u003cp>McPartland did not respond to a request for comment for this story. He said in a report published by The San Francisco Standard last week that \u003ca href=\"https://sfstandard.com/transportation/bart-director-apologizes-for-using-racist-language/\">he was mortified and intends to offer a public apology\u003c/a> for his Jan. 12 statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"title": "BART Board Censures Member for Racist Comment | KQED",
"description": "The board took action against longtime member John McPartland for what one called 'a pattern' of offensive remarks.",
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"headline": "BART Board Censures Member for Racist Comment",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Updated 1:45 p.m. Thursday, Jan. 26:\u003c/strong> The BART Board of Directors voted to censure member John McPartland for using a racist expression during a meeting earlier this month.\u003c/p>\n\u003cp>McPartland told three Black staff members at a meeting Jan. 12 that their work on BART’s ongoing racial equity initiative was “cotton-pickin’ inspirational.”\u003c/p>\n\u003cp>McPartland, who is white, apologized to the board and staff members Thursday and acknowledged that his “clumsy and inappropriate” words were “offensive and racially insensitive.”\u003c/p>\n\u003cp>Javier Pruitt Hill, one of the three BART employees whose work McPartland commented about on Jan. 12, said during public comment, “Director McPartland, your apology is acknowledged, now it’s time for action.”\u003c/p>\n\u003cp>Pruitt Hill, who works in BART’s Office of Civil Rights, said McPartland’s comment “embarrassed me, disrespected me and emasculated me in public.”\u003c/p>\n\u003cp>He challenged the board of directors to amend its code of conduct to include provisions on racial equity, social justice and anti-racism and to provide for recalls of board members who violate those provisions.\u003c/p>\n\u003cp>Lateefah Simon, the board’s only Black member, acknowledged McPartland’s apology but said public servants must live up to a higher standard in addressing racism.\u003c/p>\n\u003cp>“If we are going to stand up and run for office or be an appointee of any public office, it is not only our duty to understand the matters in front of us, it is our deep duty to understand, love, research and honor the communities we serve,” Simon said. “And, as the apology was read today, begin to make amends.”\u003c/p>\n\u003cp>The board voted six to two to approve Board President Janet Li’s motion to formally censure McPartland and remove him from all committee assignments.\u003c/p>\n\u003cp>\u003cstrong>Original post:\u003c/strong> The BART Board of Directors will consider a measure Thursday to censure a member who used a racist expression during a meeting earlier this month.\u003c/p>\n\u003cp>The measure, introduced by board President Janice Li of San Francisco, is in response to Alameda County member John McPartland’s use of the term “cotton-pickin'” while addressing several staff members at the board’s Jan. 12 meeting.\u003c/p>\n\u003cp>McPartland, who is white, was speaking approvingly of a presentation three Black staff members had just made on BART’s ongoing \u003ca href=\"https://s3.documentcloud.org/documents/23586198/update-on-racial-equity-initiatives-presentation.pdf\">racial equity initiative (PDF)\u003c/a>. One of those presenting was Maceo Wiggins, chief of the agency’s Office of Civil Rights. \u003c/p>\u003c/div>",
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"content": "‘We are public officials, we are elected leaders, and we run a district. The bar is set higher for folks like us.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I have been looking at these kinds of reports forever and a blue moon,” McPartland said from his Castro Valley home via Zoom. “And despite my relationship with Maceo that goes back — oh my goodness, two decades — I’ve got to tell you that, as opposed to trying to figure out which way to go and based on the data we’re looking at, I find the work that Maceo is doing right now to be so cotton-pickin’ inspirational.”\u003c/p>\n\u003cp>McPartland ended by congratulating Wiggins on “magnificent work” and added, “I look forward to being part of it in any way I can.”\u003c/p>\n\u003cp>\u003ci data-stringify-type=\"italic\">The following video contains offensive content.\u003c/i>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/Yooc2KDD6Hs'\n title='//www.youtube.com/embed/Yooc2KDD6Hs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Seven of the other eight board members were in the meeting room at BART’s downtown Oakland headquarters; board member Debora Allen of Contra Costa County was also attending remotely. None of the directors responded immediately to McPartland’s comment, though a brief exclamation was audible immediately after he uttered the phrase “cotton-pickin’.”\u003c/p>\n\u003cp>“You’re not going to be able to air the words I said, but it was along the lines of, ‘I can’t believe this,'” San Francisco board member Bevan Dufty said last week.\u003c/p>\n\u003cp>The expression McPartland used is \u003ca href=\"https://www.reddit.com/r/AskHistorians/comments/rapry3/comment/hnn0i96/?utm_source=reddit&utm_medium=web2x&context=3\">considered racist\u003c/a> and one that denigrates Black Americans, who endured forced labor in Southern cotton fields as enslaved workers and later as part of the coercive sharecropping system.\u003c/p>\n\u003cp>The Jan. 12 comment prompted Li to put forward a “\u003ca href=\"https://s3.documentcloud.org/documents/23586052/consideration-of-action-memo.pdf\">consideration of action (PDF)\u003c/a>” against McPartland. The motion says McPartland violated provisions in the BART board \u003ca href=\"https://www.bart.gov/sites/default/files/docs/08-08-13%20Board%20of%20Directors%20CofC.pdf\">code of conduct (PDF)\u003c/a> that require members to treat the public, staff and each other with respect and to refrain from publicly attacking or disparaging staff or members of the public.\u003c/p>\n\u003cp>Li said she feels McPartland, first elected to the BART board in 2008, had no ill intent. But, she added, this was not the first time he had made racially offensive comments during board meetings.\u003c/p>\n\u003cp>“We are public officials, we are elected leaders, and we run a district,” Li said. “The bar is set higher for folks like us. And when this is a pattern of behavior, I think that we can’t just say, ‘Oh, but he doesn’t mean any ill will, it’s fine, we’ll just pull him aside and let him know.'”\u003c/p>\n\u003cp>In 2019, McPartland drew criticism for a patronizing comment made to Abre’ Conner, a Black attorney for the ACLU of Northern California, who had addressed the board during a discussion of whether BART could ban panhandling.\u003c/p>\n\u003cp>“I didn’t catch the name of the young African American lady,” McPartland said. “Very articulate. … If you’re a law student, you’re doing great. If not, you should consider it.”\u003c/p>\n\u003cp>Informed that Conner was an attorney, he chuckled and said, “Already a lawyer? OK. … Doing great.”\u003c/p>\n\u003cp>During a June 2020 board discussion, \u003ca href=\"https://www.kqed.org/news/11826287/bart-director-says-hes-distressed-by-villainization-of-police-and-of-robert-e-lee\">McPartland complained about the removal of monuments commemorating leaders of the Confederacy\u003c/a>. He focused on one in Richmond, Virginia, celebrating Gen. Robert E. Lee, a slaveholder who betrayed his oath to defend the U.S. Constitution by resigning from the Army to lead Confederate forces in the Civil War.\u003c/p>\n\u003cp>“Robert E. Lee was an exemplary general who was a West Point graduate,” McPartland said. “The United States military tried to make him the commander in chief of the Army, and he turned them down, not because of racism, but because of family — the priorities that we have are God, family and country — and he ended up becoming a general that ended up simply doing his job, and he’s being villainized.”\u003c/p>\n\u003cp>During that 2020 meeting, Dufty persuaded McPartland to “walk back” his comments about Lee and the Confederate memorials. In an interview after the Jan. 12 comment, Dufty said he considers McPartland a friend but that his words “would not pass muster in any way, shape or form.”\u003c/p>\n\u003cp>Dufty said he regretted not addressing McPartland’s remark in the moment, saying he realized the words were traumatizing for BART staff members. “I have my own apology to make,” he said. “I’m not going to dance around it.”\u003c/p>\n\u003cp>Li said one factor that made McPartland’s recent comment different from earlier episodes was the fact that it was directed toward BART staff members.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He used those words during a staff presentation and was giving his comments in response to work that staff has done,” Li said. She said that after McPartland’s comment, staff members “were clearly very traumatized and impacted by his use of racist words.” She said that it’s important for BART to “wholly and fully and directly” address what happened.\u003c/p>\n\u003cp>Doing that will “give the district and the general public the confidence that we saw it, we acknowledged it, we’re taking action, and we’re moving on, because BART is here to run trains,” she said.\u003c/p>\n\u003cp>McPartland did not respond to a request for comment for this story. He said in a report published by The San Francisco Standard last week that \u003ca href=\"https://sfstandard.com/transportation/bart-director-apologizes-for-using-racist-language/\">he was mortified and intends to offer a public apology\u003c/a> for his Jan. 12 statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Why Doesn't BART Go More Places?",
"headTitle": "Why Doesn’t BART Go More Places? | KQED",
"content": "\u003cp>\u003ca href=\"https://bit.ly/3AlGTIB\">\u003cem>Read a transcript of this episode here.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>UC Berkeley doctoral candidate Ziad Shafi has lived in several parts of the U.S. and in Europe. In Washington, D.C., he was impressed with the metro system, which took him most places he wanted to go. Same thing in many European cities. So, when he moved to the Bay Area and started riding BART, he was a little confused. Look at any BART map and you’ll see lines converging from Contra Costa and Alameda counties on a single corridor through the Transbay Tube across San Francisco and down the Peninsula to San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>“Metros and subways in European cities tend to be spread out, hitting every city corner,” Ziad said. “Why do four of the five BART lines (red, yellow, green, blue) go all the way from West Oakland to Daly City? It seems like a mistake.”\u003c/p>\n\u003cp>Ziad submitted his question to Bay Curious and it won \u003ca href=\"https://www.kqed.org/podcasts/baycurious/\">a voting round\u003c/a>, so a lot of people have been wondering why BART was designed this way.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Of course, what one person sees as a mistake can be another’s very deliberate strategy. And in this case, BART’s route is the product of what public officials, business interests and planners in the 1950s thought a rapid transit system should be. They planned BART as a system with a single main line on its route down to the Peninsula. (Yes, BART was originally envisioned as a system that would also run west through northern and parts of western San Francisco to the Golden Gate Bridge and beyond, but that plan died in 1962 when Marin County officials opted out of the system.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The growing dominance of the automobile — and the massive highway construction that went along with it — lay behind the choice of a main line system whose central mission was to get commuters and shoppers from outlying areas to and from downtown San Francisco and Oakland.\u003c/p>\n\u003cp>A \u003ca href=\"https://s3.documentcloud.org/documents/23314106/redundancy-in-public-transit-1980-adler-chapter-ix.pdf\">1955 status report (PDF)\u003c/a> prepared for the commission overseeing BART planning argued that the only way a regional rapid transit system would persuade drivers to get out of their cars was if service was fast, frequent and comfortable. Patronage would depend on having widely spaced stations, each with a huge parking lot or easy bus access.\u003c/p>\n\u003cp>[aside label=\"More Bay Curious BART Episodes\" link1=\"https://podcasts.apple.com/us/podcast/why-are-bart-trains-so-loud/id1172473406?i=1000392016987&ign-itscg=30200S&ign-itsct=podcast_box,Why Are BART Trains So Loud?\" link2=\"https://podcasts.apple.com/us/podcast/youre-really-really-curious-about-bart/id1172473406?i=1000464113096&ign-itscg=30200S&ign-itsct=podcast_box,You're Really Really Curious About BART\"]Planners contrasted that with what they termed a “neighborhood system,” one that would be within walking distance of most Bay Area homes, and which would require lots of train lines and lots of stops. While that kind of service might be accessible, the frequency of stops and longer waits between trains would mean it was slower — and thus unlikely to woo drivers who were believed to value speed and personal convenience above all.\u003c/p>\n\u003cp>“The foregoing considerations compel in our minds a recommendation for a main line, trunk system, even without taking into account its much lower capital and operating costs as compared to a neighborhood system,” the 1955 memo said.\u003c/p>\n\u003cfigure id=\"attachment_11932714\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932714\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg\" alt=\"A 1970 aerial view of freeway and rapid transit construction in Oakland, California.\" width=\"800\" height=\"997\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1020x1271.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-160x199.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1233x1536.jpg 1233w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1644x2048.jpg 1644w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1920x2392.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of the Grove-Shafter Freeway and Bay Area Rapid Transit MacArthur Station construction on Aug. 29, 1970, in Oakland. \u003ccite>(Russ Reed, from plane flown by Warren Boggess/MediaNews Group-Oakland Tribune via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, one shouldn’t forget that there was — and is — transit that ties into BART on both sides of the bay. In San Francisco, we’re talking about Muni, mostly. And in the East Bay, we’re talking about AC Transit. If you add those network maps to the rather skeletal BART system, transit looks much more robust — though yes, you’re required to jump from one operator to another to get to your destination.\u003c/p>\n\u003cp>There are a couple of important historical notes to touch upon regarding Muni and the possibility of more rapid transit in San Francisco.\u003c/p>\n\u003ch2>San Francisco rejects new subway lines\u003c/h2>\n\u003cp>City officials had started touting the possibility of citywide subway service as far back as the first decade of the 20th century. Those initiatives were moved to the back burner several times — by “no” votes from the electorate, World War II and, later, by the belief that with BART on the way, such a system might be redundant. The last serious attempt to turn that idea into reality came in 1966.\u003c/p>\n\u003cp>Proposition B on the city’s November ballot that year included a $96.5 million bond issue that would help pay for construction of three new rapid transit subways across the city. The new routes — one to the Richmond District, one to the Sunset, one to the San Francisco State neighborhood by way of Twin Peaks — would take advantage of BART’s two-level subway tunnel under Market Street and make it possible to reach downtown in 20 minutes from anywhere along the line.\u003c/p>\n\u003cp>The measure, which would require tax increases, needed a two-thirds vote to pass. It garnered only a 57% “yes” vote. The plan was never revived.\u003c/p>\n\u003cfigure id=\"attachment_11932710\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932710\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png\" alt=\"A 1966 newspaper map showing proposed routes for San Francisco rapid transit.\" width=\"800\" height=\"613\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1020x782.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-160x123.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1536x1177.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png 1730w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map the San Francisco Examiner printed just before the November 1966 vote on a bond issue to fund a Muni rapid transit network in San Francisco. The caption read: “Here’s a look at the overall transit plan showing the six major high-speed subways and bus lines. Routes 1, 4 and 6 would be financed by Proposition B. Passage of Proposition B at the Nov. 8 elections qualify the Muni for federal aid to build No. 2 and No. 2. BART is building No. 5.” \u003ccite>(San Francisco Examiner via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jason Henderson, a San Francisco State University professor of geography who has written extensively on the city’s transportation politics, said in his 2013 book “\u003ca href=\"https://geog.sfsu.edu/publication/street-fight-politics-mobility-san-francisco\">Street Fight\u003c/a>” that the measure failed for a variety of reasons: a distaste for higher taxes and fear that the new subways would spur unwanted dense development. Voters were unconvinced the new transit plan, which would scrap the existing J, K, L, M and N streetcar lines, would be an improvement on Muni’s existing network. Henderson wrote:\u003c/p>\n\u003cblockquote>\u003cp>“Some neighborhood groups were opposed to the proposal because the plan included restructuring of the bus routes so that the buses fed into the rapid transit trunk lines. … Passengers’ actual travel times would be higher with the transfer and restructuring of routes. The transit plan of 1966 discontinued almost all electric trolley bus service, replacing it with a diesel bus fleet. Some neighborhood groups opposed the proposal on these grounds because in San Francisco, with its many hills, diesel buses performed especially poorly and were extremely noisy compared to electric buses.”\u003c/p>\u003c/blockquote>\n\u003cp>But that’s the past. Is a denser, more efficient transit system — the kind our question-asker Ziad talked about — in our future?\u003c/p>\n\u003cp>In an interview with Bay Curious, Henderson said that in order to “decarbonize” rapidly enough to head off the worst effects of climate change, staggering levels of new investment will be necessary to build a regional rail system and interim systems like busways where it might be too expensive or time-consuming to build train lines.\u003c/p>\n\u003cp>“In Northern California, we’re a region that should be tied together by a train system that rivals or exceeds the freeway system we have,” Henderson said. “I think we could spend the next generation building that. And yes, it would cost hundreds of billions of dollars, but that’s what we’ve got to spend to address the climate issue.”\u003c/p>\n\u003ch2>Making current system more efficient\u003c/h2>\n\u003cp>A regional rail system is coming — eventually. BART and other agencies are working on \u003ca href=\"https://link21program.org/en\">Link21\u003c/a>, an effort to refine a plan for a second transbay rail crossing, and building out improved train service for the “megaregion” stretching to Sacramento and the northern San Joaquin Valley.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932707\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor — seen here at Alviso on the south end of San Francisco Bay — is among the partners in the Link21 program to create improved regional rail service. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But like other big transportation projects in our region — \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/san-franciscos-central-subway-opens-for-limited-se\" target=\"_blank\" rel=\"noreferrer noopener\">San Francisco’s Central Subway\u003c/a>, BART’s planned extension through downtown San José to Santa Clara, the planned extension of Caltrain to the Salesforce Transit Center, among others — a second transbay crossing promises to be not only expensive, but very slow in moving from plan to reality. Link21’s estimated date for completion is 2039.\u003c/p>\n\u003cp>Given the urgency of climate change and the role that clean transportation can play in providing a solution, Henderson is one of many people impatient to see progress.\u003c/p>\n\u003cp>“We gotta move fast,” he said. “We’ve got to be scaling up and rolling this stuff out this decade and in the early part of the ’30s if we’re gonna really seriously take on this climate issue. And we need to be inspiring the rest of the country.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "The Bay Area Rapid Transit System (BART) was designed from the beginning to be a 'trunk line' that would bring commuters and shoppers into Oakland and San Francisco from the suburbs.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://bit.ly/3AlGTIB\">\u003cem>Read a transcript of this episode here.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>UC Berkeley doctoral candidate Ziad Shafi has lived in several parts of the U.S. and in Europe. In Washington, D.C., he was impressed with the metro system, which took him most places he wanted to go. Same thing in many European cities. So, when he moved to the Bay Area and started riding BART, he was a little confused. Look at any BART map and you’ll see lines converging from Contra Costa and Alameda counties on a single corridor through the Transbay Tube across San Francisco and down the Peninsula to San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>“Metros and subways in European cities tend to be spread out, hitting every city corner,” Ziad said. “Why do four of the five BART lines (red, yellow, green, blue) go all the way from West Oakland to Daly City? It seems like a mistake.”\u003c/p>\n\u003cp>Ziad submitted his question to Bay Curious and it won \u003ca href=\"https://www.kqed.org/podcasts/baycurious/\">a voting round\u003c/a>, so a lot of people have been wondering why BART was designed this way.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Of course, what one person sees as a mistake can be another’s very deliberate strategy. And in this case, BART’s route is the product of what public officials, business interests and planners in the 1950s thought a rapid transit system should be. They planned BART as a system with a single main line on its route down to the Peninsula. (Yes, BART was originally envisioned as a system that would also run west through northern and parts of western San Francisco to the Golden Gate Bridge and beyond, but that plan died in 1962 when Marin County officials opted out of the system.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The growing dominance of the automobile — and the massive highway construction that went along with it — lay behind the choice of a main line system whose central mission was to get commuters and shoppers from outlying areas to and from downtown San Francisco and Oakland.\u003c/p>\n\u003cp>A \u003ca href=\"https://s3.documentcloud.org/documents/23314106/redundancy-in-public-transit-1980-adler-chapter-ix.pdf\">1955 status report (PDF)\u003c/a> prepared for the commission overseeing BART planning argued that the only way a regional rapid transit system would persuade drivers to get out of their cars was if service was fast, frequent and comfortable. Patronage would depend on having widely spaced stations, each with a huge parking lot or easy bus access.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"label": "More Bay Curious BART Episodes ",
"link1": "https://podcasts.apple.com/us/podcast/why-are-bart-trains-so-loud/id1172473406?i=1000392016987&ign-itscg=30200S&ign-itsct=podcast_box,Why Are BART Trains So Loud?",
"link2": "https://podcasts.apple.com/us/podcast/youre-really-really-curious-about-bart/id1172473406?i=1000464113096&ign-itscg=30200S&ign-itsct=podcast_box,You're Really Really Curious About BART"
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"content": "\u003cdiv class=\"post-body\">\u003cp>Planners contrasted that with what they termed a “neighborhood system,” one that would be within walking distance of most Bay Area homes, and which would require lots of train lines and lots of stops. While that kind of service might be accessible, the frequency of stops and longer waits between trains would mean it was slower — and thus unlikely to woo drivers who were believed to value speed and personal convenience above all.\u003c/p>\n\u003cp>“The foregoing considerations compel in our minds a recommendation for a main line, trunk system, even without taking into account its much lower capital and operating costs as compared to a neighborhood system,” the 1955 memo said.\u003c/p>\n\u003cfigure id=\"attachment_11932714\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932714\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg\" alt=\"A 1970 aerial view of freeway and rapid transit construction in Oakland, California.\" width=\"800\" height=\"997\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1020x1271.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-160x199.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1233x1536.jpg 1233w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1644x2048.jpg 1644w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1920x2392.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of the Grove-Shafter Freeway and Bay Area Rapid Transit MacArthur Station construction on Aug. 29, 1970, in Oakland. \u003ccite>(Russ Reed, from plane flown by Warren Boggess/MediaNews Group-Oakland Tribune via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, one shouldn’t forget that there was — and is — transit that ties into BART on both sides of the bay. In San Francisco, we’re talking about Muni, mostly. And in the East Bay, we’re talking about AC Transit. If you add those network maps to the rather skeletal BART system, transit looks much more robust — though yes, you’re required to jump from one operator to another to get to your destination.\u003c/p>\n\u003cp>There are a couple of important historical notes to touch upon regarding Muni and the possibility of more rapid transit in San Francisco.\u003c/p>\n\u003ch2>San Francisco rejects new subway lines\u003c/h2>\n\u003cp>City officials had started touting the possibility of citywide subway service as far back as the first decade of the 20th century. Those initiatives were moved to the back burner several times — by “no” votes from the electorate, World War II and, later, by the belief that with BART on the way, such a system might be redundant. The last serious attempt to turn that idea into reality came in 1966.\u003c/p>\n\u003cp>Proposition B on the city’s November ballot that year included a $96.5 million bond issue that would help pay for construction of three new rapid transit subways across the city. The new routes — one to the Richmond District, one to the Sunset, one to the San Francisco State neighborhood by way of Twin Peaks — would take advantage of BART’s two-level subway tunnel under Market Street and make it possible to reach downtown in 20 minutes from anywhere along the line.\u003c/p>\n\u003cp>The measure, which would require tax increases, needed a two-thirds vote to pass. It garnered only a 57% “yes” vote. The plan was never revived.\u003c/p>\n\u003cfigure id=\"attachment_11932710\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932710\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png\" alt=\"A 1966 newspaper map showing proposed routes for San Francisco rapid transit.\" width=\"800\" height=\"613\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1020x782.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-160x123.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1536x1177.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png 1730w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map the San Francisco Examiner printed just before the November 1966 vote on a bond issue to fund a Muni rapid transit network in San Francisco. The caption read: “Here’s a look at the overall transit plan showing the six major high-speed subways and bus lines. Routes 1, 4 and 6 would be financed by Proposition B. Passage of Proposition B at the Nov. 8 elections qualify the Muni for federal aid to build No. 2 and No. 2. BART is building No. 5.” \u003ccite>(San Francisco Examiner via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jason Henderson, a San Francisco State University professor of geography who has written extensively on the city’s transportation politics, said in his 2013 book “\u003ca href=\"https://geog.sfsu.edu/publication/street-fight-politics-mobility-san-francisco\">Street Fight\u003c/a>” that the measure failed for a variety of reasons: a distaste for higher taxes and fear that the new subways would spur unwanted dense development. Voters were unconvinced the new transit plan, which would scrap the existing J, K, L, M and N streetcar lines, would be an improvement on Muni’s existing network. Henderson wrote:\u003c/p>\n\u003cblockquote>\u003cp>“Some neighborhood groups were opposed to the proposal because the plan included restructuring of the bus routes so that the buses fed into the rapid transit trunk lines. … Passengers’ actual travel times would be higher with the transfer and restructuring of routes. The transit plan of 1966 discontinued almost all electric trolley bus service, replacing it with a diesel bus fleet. Some neighborhood groups opposed the proposal on these grounds because in San Francisco, with its many hills, diesel buses performed especially poorly and were extremely noisy compared to electric buses.”\u003c/p>\u003c/blockquote>\n\u003cp>But that’s the past. Is a denser, more efficient transit system — the kind our question-asker Ziad talked about — in our future?\u003c/p>\n\u003cp>In an interview with Bay Curious, Henderson said that in order to “decarbonize” rapidly enough to head off the worst effects of climate change, staggering levels of new investment will be necessary to build a regional rail system and interim systems like busways where it might be too expensive or time-consuming to build train lines.\u003c/p>\n\u003cp>“In Northern California, we’re a region that should be tied together by a train system that rivals or exceeds the freeway system we have,” Henderson said. “I think we could spend the next generation building that. And yes, it would cost hundreds of billions of dollars, but that’s what we’ve got to spend to address the climate issue.”\u003c/p>\n\u003ch2>Making current system more efficient\u003c/h2>\n\u003cp>A regional rail system is coming — eventually. BART and other agencies are working on \u003ca href=\"https://link21program.org/en\">Link21\u003c/a>, an effort to refine a plan for a second transbay rail crossing, and building out improved train service for the “megaregion” stretching to Sacramento and the northern San Joaquin Valley.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932707\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor — seen here at Alviso on the south end of San Francisco Bay — is among the partners in the Link21 program to create improved regional rail service. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But like other big transportation projects in our region — \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/san-franciscos-central-subway-opens-for-limited-se\" target=\"_blank\" rel=\"noreferrer noopener\">San Francisco’s Central Subway\u003c/a>, BART’s planned extension through downtown San José to Santa Clara, the planned extension of Caltrain to the Salesforce Transit Center, among others — a second transbay crossing promises to be not only expensive, but very slow in moving from plan to reality. Link21’s estimated date for completion is 2039.\u003c/p>\n\u003cp>Given the urgency of climate change and the role that clean transportation can play in providing a solution, Henderson is one of many people impatient to see progress.\u003c/p>\n\u003cp>“We gotta move fast,” he said. “We’ve got to be scaling up and rolling this stuff out this decade and in the early part of the ’30s if we’re gonna really seriously take on this climate issue. And we need to be inspiring the rest of the country.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "A Sweet Deal: This Oakland Beekeeper Rescues Bees From BART — Then Sells the Honey",
"title": "A Sweet Deal: This Oakland Beekeeper Rescues Bees From BART — Then Sells the Honey",
"headTitle": "KQED News",
"content": "\u003cp>You wouldn’t think BART assisted the plant life cycle in any way, yet the agency has found itself helping local honeybees — an insect that’s key to growing crops — through relocation instead of extermination.\u003c/p>\n\u003cp>[aside postID=\"science_1979834\" label=\"Related Post\"]When beehives are found in stations and on other BART property, they’re considered a potential hazard to workers and riders, and the agency has to remove them. BART Facilities Superintendent Glen Eddy said it’s an ongoing concern.\u003c/p>\n\u003cp>\"We get reports of beehives in some weird spots in the BART system,” Eddy said. “They’ve been in our train yards and even on the electrified third rail that powers our trains.”\u003c/p>\n\u003cfigure id=\"attachment_11928735\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1.jpg\">\u003cimg class=\"size-medium wp-image-11928735\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-800x534.jpg\" alt=\"A man wearing a white bee suit holds on to the side of a forklift.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-1536x1026.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi stands in a bucket lift to check on the location of a beehive at the El Cerrito del Norte BART station Wednesday, Oct. 12, 2022. Almaghafi is the local beekeeper BART has tasked for the last five years with removing the hives and safely relocating their increasingly vulnerable insect inhabitants — while also getting some good honey out of the deal. \u003ccite>(Marlena Sloss/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The number of hives varies throughout the year, but hives are found most often in spring, with hives being reported almost daily.\u003c/p>\n\u003cp>That’s when Khaled Almaghafi gets the call.\u003c/p>\n\u003cp>Almaghafi is the local beekeeper BART has tasked for the last five years with removing the hives and safely relocating their increasingly vulnerable insect inhabitants — while also getting some good honey out of the deal.\u003c/p>\n\u003cfigure id=\"attachment_11928958\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928958\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-800x533.jpg\" alt=\"a license plate that reads 'Bees 2' and a bumper sticker that reads 'beekeepers are real honey'\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi's car. The Oakland beekeeper has a special arrangement with BART in which he removes hives from stations and keeps the bees and honey he finds. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART came along and said, ‘Do you remove bees alive?’ I said, ‘Of course I do,’” said Almaghafi, who has tended bees in the Bay Area for nearly three decades, and now takes care of, and harvests from, over a hundred beehives that he keeps in Oakland and Richmond. Almaghafi is paid per job and keeps the bees and honey he finds.\u003c/p>\n\u003cp>For years, he’s been selling local honey, beeswax candles and honey-based remedies from his store in Oakland on Telegraph Avenue. Jars of honey are proudly displayed on honeycomb-shaped shelves that line the windows and walls.\u003c/p>\n\u003cfigure id=\"attachment_11928950\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928950\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-800x533.jpg\" alt=\"a man stands in front of a storefront with honeycomb and honey products\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi in front of his Oakland store, Bee Healthy Honey Shop. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Behind the counter, there’s a photo of Almaghafi covered in bees from jaw to chest. He said it was taken at a beekeeping conference in Oregon, where he was one of the few men brave enough to wear a bee beard.\u003c/p>\n\u003cp>BART found Almaghafi after an extensive search of service providers who could safely remove bees.[pullquote size=\"medium\" align=\"right\" citation=\"Khaled Almaghafi, beekeeper\"]'You have to be very calm, not be afraid of them. When you're afraid of bees, you start producing a pheromone and the bees smell it.'[/pullquote]“He's thorough and sometimes he has to go to a site multiple times,” Eddy said in an emailed statement. “Safely removing the bees is the right thing to do for the environment so it's great we can work with Khaled to make that happen.”\u003c/p>\n\u003cp>Almaghafi has removed over 50 hives from BART property, he says, accounting for as many as 50,000 bees.\u003c/p>\n\u003cfigure id=\"attachment_11928734\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928734\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-800x534.jpg\" alt=\"A man stands in a forklift outside a building.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-1536x1026.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi stands in a bucket lift to check on the location of a beehive at the El Cerrito del Norte BART station in El Cerrito on Wednesday, Oct. 12, 2022. \u003ccite>(Marlena Sloss/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the high, hollow concrete ceilings of many BART stations make for ideal locations for bees to build their hives. But the difficult access for humans means it can often take hours to remove a single hive, he says, especially when doing so requires taking down a stucco wall to remove all the honeycomb to ensure the bees don’t come back.\u003c/p>\n\u003cp>“You have to be very calm, not be afraid of them,” he said, explaining how he uses a balm smoke that calms the bees before he opens their hive. “When you’re afraid of bees, you start producing a pheromone and the bees smell it.”\u003c/p>\n\u003cp>Almaghafi then extracts the bees with a gentle vacuum and seals them in a bucket to transport them to one of his sites.\u003c/p>\n\u003cp>“They are important, you know,” he said. “If it wasn't for them, we would probably be starving. No fruit, pollination.”\u003c/p>\n\u003cfigure id=\"attachment_11928954\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928954\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-800x533.jpg\" alt=\"a beekeeper tends to his bees at his home apiary\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi tends his apiary on the roof of his home in Oakland on Oct. 13, 2022. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almaghafi was born and raised in Yemen in a community where he says it was common for residents to keep hives in their yards. When he was 5, he began learning beekeeping from his father.\u003c/p>\n\u003cp>“From that age I started having a sort of relationship with bees,” Almaghafi said. “[It’s become] a habit for me to be around them, and for them to be around me. We’ve been friends [ever] since.”\u003c/p>\n\u003cp>When Almaghafi emigrated here with his family in the 1980s, he hoped to pursue a degree in apiology — the study of bees — at UC Davis, but the tuition costs were too high, and he instead continued beekeeping as a hobby before apprenticing with a local beekeeper and then eventually starting his own business.\u003c/p>\n\u003cfigure id=\"attachment_11928956\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928956\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-800x533.jpg\" alt=\"a close-up of bees\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bees in Khaled Almaghafi's apiary in Oakland. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In Muslim culture, bees have a special significance, he notes. They’re featured prominently in the Quran, and represent healing, wisdom and industry. He also says they’ve taught him patience.\u003c/p>\n\u003cp>“They don’t ask you to pay them a salary or anything,” Almaghafi said, noting his deep admiration for their incredible work ethic. “They just work, work, work and they benefit us, for nothing in return.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "When beehives are found in stations and on other BART property, they're considered a potential hazard to workers and riders, and the agency has to remove them. That's when local beekeeper Khaled Almaghafi gets the call.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>You wouldn’t think BART assisted the plant life cycle in any way, yet the agency has found itself helping local honeybees — an insect that’s key to growing crops — through relocation instead of extermination.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When beehives are found in stations and on other BART property, they’re considered a potential hazard to workers and riders, and the agency has to remove them. BART Facilities Superintendent Glen Eddy said it’s an ongoing concern.\u003c/p>\n\u003cp>\"We get reports of beehives in some weird spots in the BART system,” Eddy said. “They’ve been in our train yards and even on the electrified third rail that powers our trains.”\u003c/p>\n\u003cfigure id=\"attachment_11928735\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1.jpg\">\u003cimg class=\"size-medium wp-image-11928735\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-800x534.jpg\" alt=\"A man wearing a white bee suit holds on to the side of a forklift.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1-1536x1026.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59304_BART_Beekeeper_001-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi stands in a bucket lift to check on the location of a beehive at the El Cerrito del Norte BART station Wednesday, Oct. 12, 2022. Almaghafi is the local beekeeper BART has tasked for the last five years with removing the hives and safely relocating their increasingly vulnerable insect inhabitants — while also getting some good honey out of the deal. \u003ccite>(Marlena Sloss/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The number of hives varies throughout the year, but hives are found most often in spring, with hives being reported almost daily.\u003c/p>\n\u003cp>That’s when Khaled Almaghafi gets the call.\u003c/p>\n\u003cp>Almaghafi is the local beekeeper BART has tasked for the last five years with removing the hives and safely relocating their increasingly vulnerable insect inhabitants — while also getting some good honey out of the deal.\u003c/p>\n\u003cfigure id=\"attachment_11928958\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928958\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-800x533.jpg\" alt=\"a license plate that reads 'Bees 2' and a bumper sticker that reads 'beekeepers are real honey'\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59367_DSC01432-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi's car. The Oakland beekeeper has a special arrangement with BART in which he removes hives from stations and keeps the bees and honey he finds. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“BART came along and said, ‘Do you remove bees alive?’ I said, ‘Of course I do,’” said Almaghafi, who has tended bees in the Bay Area for nearly three decades, and now takes care of, and harvests from, over a hundred beehives that he keeps in Oakland and Richmond. Almaghafi is paid per job and keeps the bees and honey he finds.\u003c/p>\n\u003cp>For years, he’s been selling local honey, beeswax candles and honey-based remedies from his store in Oakland on Telegraph Avenue. Jars of honey are proudly displayed on honeycomb-shaped shelves that line the windows and walls.\u003c/p>\n\u003cfigure id=\"attachment_11928950\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928950\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-800x533.jpg\" alt=\"a man stands in front of a storefront with honeycomb and honey products\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59383_DSC03172-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi in front of his Oakland store, Bee Healthy Honey Shop. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Behind the counter, there’s a photo of Almaghafi covered in bees from jaw to chest. He said it was taken at a beekeeping conference in Oregon, where he was one of the few men brave enough to wear a bee beard.\u003c/p>\n\u003cp>BART found Almaghafi after an extensive search of service providers who could safely remove bees.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“He's thorough and sometimes he has to go to a site multiple times,” Eddy said in an emailed statement. “Safely removing the bees is the right thing to do for the environment so it's great we can work with Khaled to make that happen.”\u003c/p>\n\u003cp>Almaghafi has removed over 50 hives from BART property, he says, accounting for as many as 50,000 bees.\u003c/p>\n\u003cfigure id=\"attachment_11928734\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928734\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-800x534.jpg\" alt=\"A man stands in a forklift outside a building.\" width=\"800\" height=\"534\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-1020x681.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut-1536x1026.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59308_BART_Beekeeper_005-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi stands in a bucket lift to check on the location of a beehive at the El Cerrito del Norte BART station in El Cerrito on Wednesday, Oct. 12, 2022. \u003ccite>(Marlena Sloss/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the high, hollow concrete ceilings of many BART stations make for ideal locations for bees to build their hives. But the difficult access for humans means it can often take hours to remove a single hive, he says, especially when doing so requires taking down a stucco wall to remove all the honeycomb to ensure the bees don’t come back.\u003c/p>\n\u003cp>“You have to be very calm, not be afraid of them,” he said, explaining how he uses a balm smoke that calms the bees before he opens their hive. “When you’re afraid of bees, you start producing a pheromone and the bees smell it.”\u003c/p>\n\u003cp>Almaghafi then extracts the bees with a gentle vacuum and seals them in a bucket to transport them to one of his sites.\u003c/p>\n\u003cp>“They are important, you know,” he said. “If it wasn't for them, we would probably be starving. No fruit, pollination.”\u003c/p>\n\u003cfigure id=\"attachment_11928954\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928954\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-800x533.jpg\" alt=\"a beekeeper tends to his bees at his home apiary\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59378_DSC01497-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Khaled Almaghafi tends his apiary on the roof of his home in Oakland on Oct. 13, 2022. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almaghafi was born and raised in Yemen in a community where he says it was common for residents to keep hives in their yards. When he was 5, he began learning beekeeping from his father.\u003c/p>\n\u003cp>“From that age I started having a sort of relationship with bees,” Almaghafi said. “[It’s become] a habit for me to be around them, and for them to be around me. We’ve been friends [ever] since.”\u003c/p>\n\u003cp>When Almaghafi emigrated here with his family in the 1980s, he hoped to pursue a degree in apiology — the study of bees — at UC Davis, but the tuition costs were too high, and he instead continued beekeeping as a hobby before apprenticing with a local beekeeper and then eventually starting his own business.\u003c/p>\n\u003cfigure id=\"attachment_11928956\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut.jpg\">\u003cimg class=\"size-medium wp-image-11928956\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-800x533.jpg\" alt=\"a close-up of bees\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS59373_DSC01465-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bees in Khaled Almaghafi's apiary in Oakland. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In Muslim culture, bees have a special significance, he notes. They’re featured prominently in the Quran, and represent healing, wisdom and industry. He also says they’ve taught him patience.\u003c/p>\n\u003cp>“They don’t ask you to pay them a salary or anything,” Almaghafi said, noting his deep admiration for their incredible work ethic. “They just work, work, work and they benefit us, for nothing in return.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">The Not One More Girl campaign launched in 2020 after a survey of Bay Area youth found that women and girls feared for their safety when using public transportation. Spearheaded by youth, the campaign outlined ways to make BART safer. More than a year since we first aired this episode, the BART board amended its code of conduct to explicitly prohibit sexual harassment. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003cstrong>Guests:\u003c/strong> \u003cstrong>Haleema Bharoocha\u003c/strong>, senior advocacy manager at \u003c/span>\u003ca href=\"https://www.alliance4girls.org/\">\u003cspan style=\"font-weight: 400\">Alliance for Girls\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> and \u003cstrong>Santana Tapia\u003c/strong>, with the #NotOneMoreGirl campaign and co-founder of Fluid Coffee and Event\u003c/span>\u003c/p>\n\u003cp>\u003cem>This episode first aired on \u003ca href=\"https://www.kqed.org/news/11883908/the-youth-making-bart-safer-for-women-and-girls-as-service-resumes\">Aug. 6, 2021.\u003c/a>\u003c/em>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC8393279517&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cem>Your support makes KQED podcasts possible. You can show your love by going to \u003ca href=\"https://kqed.org/donate/podcasts\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">https://kqed.org/donate/podcasts.\u003c/span>\u003c/a>\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The Not One More Girl campaign launched in 2020 after a survey of Bay Area youth found that women and girls feared for their safety when using public transportation. Spearheaded by youth, the campaign outlined ways to make BART safer. More than a year since we first aired this episode, the BART board amended its code of conduct to explicitly prohibit sexual harassment. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003cstrong>Guests:\u003c/strong> \u003cstrong>Haleema Bharoocha\u003c/strong>, senior advocacy manager at \u003c/span>\u003ca href=\"https://www.alliance4girls.org/\">\u003cspan style=\"font-weight: 400\">Alliance for Girls\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> and \u003cstrong>Santana Tapia\u003c/strong>, with the #NotOneMoreGirl campaign and co-founder of Fluid Coffee and Event\u003c/span>\u003c/p>\n\u003cp>\u003cem>This episode first aired on \u003ca href=\"https://www.kqed.org/news/11883908/the-youth-making-bart-safer-for-women-and-girls-as-service-resumes\">Aug. 6, 2021.\u003c/a>\u003c/em>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC8393279517&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cem>Your support makes KQED podcasts possible. You can show your love by going to \u003ca href=\"https://kqed.org/donate/podcasts\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">https://kqed.org/donate/podcasts.\u003c/span>\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>During the month of September, all fares on BART will be discounted by 50%.\u003c/p>\n\u003cp>The promotion is to celebrate the 50th anniversary of BART, which came into service on Sept. 11, 1972.\u003c/p>\n\u003cp>The reduced ticket price for your journey will be automatically reflected when you swipe in and out of BART turnstiles using a Clipper card, meaning you don’t have to take any action to sign up for the discount.[pullquote size=\"medium\" align=\"right\" citation=\"Chris Filippi, BART spokesperson\"]‘Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount.’[/pullquote]\u003c/p>\n\u003cp>“Anybody who’s using Clipper automatically will get the discount every time they go through the fare gates,” says BART spokesperson Chris Filippi.\u003c/p>\n\u003ch2>How to get 50% off BART during September\u003c/h2>\n\u003cp>The discounted September fares are only available with the use of a Clipper card. If you purchase a paper ticket, you won’t see the 50% discount.\u003c/p>\n\u003cp>BART’s details of the September promotion say that \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220811\">Clipper is currently offering free Clipper cards\u003c/a> when you add a new card in Apple Wallet or Google Pay. You can also \u003ca href=\"https://www.clippercard.com/ClipperWeb/get.html\">order a Clipper card online at clippercard.com\u003c/a> free of charge, and set up the card for automatic reloading. If you want to buy a Clipper card in person from a vending machine in a BART station, the one-time fee is $3.\u003c/p>\n\u003cp>If you already get discounted BART fares, BART says the September 50% fare discount is “stackable” with other Clipper discounts. These existing discounts include fare reductions that are available to youth, seniors, disabled riders and lower-income adult riders, including Regional Transit Connection, Clipper Start, and Gator Pass riders.\u003c/p>\n\u003cp>This means that if you have, say, a youth Clipper card (available for BART riders age 5 to 18), which regularly gets you 50% off your BART journeys, you’ll get another 50% off your usual discounted prices during September.\u003c/p>\n\u003ch3>After a rocky two years, an anniversary\u003c/h3>\n\u003cp>This is the second time that BART has implemented a month-long price reduction, after the first 50%-off promotion in September 2021. Filippi says that while BART ridership experienced “a bit of a jump” during those weeks, “it was hard to directly attribute that to the discount” and that the 2022 repeat of the promotion is more about celebrating the 50th anniversary of BART than attempting to meaningfully boost rider numbers.\u003c/p>\n\u003cp>“We want to thank our riders for riding us for all these many years, and if we get a bump in ridership, then that’s a bonus,” he says.\u003c/p>\n\u003cp>As for the repeat September timing, “certainly the anniversary is the main thing, because we launched service in September of 1972,” says Filippi. “But the other thing is, it’s really well timed with many students going back to school.”\u003c/p>\n\u003cp>The outbreak of \u003ca href=\"https://www.kqed.org/news/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return\">the COVID pandemic hit BART’s ridership — and its budget — hard\u003c/a>, an issue it shared with \u003ca href=\"https://www.kqed.org/news/11824758/how-coronavirus-is-affecting-public-transit-and-what-that-means-for-you\">other Bay Area transit agencies including Muni\u003c/a>.\u003c/p>\n\u003cp>While weekly BART ridership has been steadily climbing, it remains far below pre-pandemic levels, when weekly ridership was frequently over 2 million.\u003c/p>\n\u003cp>Big events, like San Francisco Pride, periodically boost BART ridership. \u003ca href=\"https://www.kqed.org/news/11917451/alive-again-fans-celebrate-warriors-nba-championship-victory\">The Golden State Warriors’ victory parade on June 20\u003c/a> gave the agency its highest ridership day since March 2020, before the pandemic.\u003c/p>\n\u003cp>While some Bay Area companies have continued to encourage (or enforce) a return to the office, the sheer number of people still working remotely means that BART’s commuter numbers remain affected. Filippi says that BART officials are in communication with Bay Area business leaders “to get the message out to those commuters through their businesses that BART is a great option for them to get back to the office when that’s something that they have to do.”\u003c/p>\n\u003cp>“We know for many folks, they’ve not ridden on a train for more than two years,” says Filippi. “We want them to know that we’ve hired additional cleaners, that we’ve hired additional safety personnel, and that we’ve improved our schedule. We’ve added service from where we were during the pandemic.”[aside postID=\"news_11920097,news_11923790,news_11911549\" label=\"Related Posts\"]\u003ca href=\"https://www.kron4.com/news/bay-area/shooting-stabbing-mark-violent-weekend-on-bart/\">Safety on and around BART has been of particular concern\u003c/a> in the last week. On Friday, \u003ca href=\"https://www.sfgate.com/bayarea/article/One-man-injured-in-a-shooting-on-a-BART-train-in-17401216.php\">a man was shot on a Daly City-bound BART train at the Fruitvale station\u003c/a>, leading to the temporary closure of the Lake Merritt station. On Sunday, \u003ca href=\"https://www.sfgate.com/bayarea/article/Man-fatally-stabbed-at-BART-station-plaza-in-SF-17404035.php\">another man died from his injuries in the 24th Street station in San Francisco\u003c/a>, after being stabbed in the plaza above.\u003c/p>\n\u003cp>Would BART consider extending this fare reduction beyond September and the agency’s 50th anniversary celebrations?\u003c/p>\n\u003cp>“I never say never, but I would say it’s unlikely because [BART] relies so much on fares for its funding,” says Filippi. “So for us, it really is a significant cost.\u003c/p>\n\u003cp>“Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount,” says Filippi.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>During the month of September, all fares on BART will be discounted by 50%.\u003c/p>\n\u003cp>The promotion is to celebrate the 50th anniversary of BART, which came into service on Sept. 11, 1972.\u003c/p>\n\u003cp>The reduced ticket price for your journey will be automatically reflected when you swipe in and out of BART turnstiles using a Clipper card, meaning you don’t have to take any action to sign up for the discount.\u003c/p>\u003c/div>",
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"content": "‘Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Anybody who’s using Clipper automatically will get the discount every time they go through the fare gates,” says BART spokesperson Chris Filippi.\u003c/p>\n\u003ch2>How to get 50% off BART during September\u003c/h2>\n\u003cp>The discounted September fares are only available with the use of a Clipper card. If you purchase a paper ticket, you won’t see the 50% discount.\u003c/p>\n\u003cp>BART’s details of the September promotion say that \u003ca href=\"https://www.bart.gov/news/articles/2022/news20220811\">Clipper is currently offering free Clipper cards\u003c/a> when you add a new card in Apple Wallet or Google Pay. You can also \u003ca href=\"https://www.clippercard.com/ClipperWeb/get.html\">order a Clipper card online at clippercard.com\u003c/a> free of charge, and set up the card for automatic reloading. If you want to buy a Clipper card in person from a vending machine in a BART station, the one-time fee is $3.\u003c/p>\n\u003cp>If you already get discounted BART fares, BART says the September 50% fare discount is “stackable” with other Clipper discounts. These existing discounts include fare reductions that are available to youth, seniors, disabled riders and lower-income adult riders, including Regional Transit Connection, Clipper Start, and Gator Pass riders.\u003c/p>\n\u003cp>This means that if you have, say, a youth Clipper card (available for BART riders age 5 to 18), which regularly gets you 50% off your BART journeys, you’ll get another 50% off your usual discounted prices during September.\u003c/p>\n\u003ch3>After a rocky two years, an anniversary\u003c/h3>\n\u003cp>This is the second time that BART has implemented a month-long price reduction, after the first 50%-off promotion in September 2021. Filippi says that while BART ridership experienced “a bit of a jump” during those weeks, “it was hard to directly attribute that to the discount” and that the 2022 repeat of the promotion is more about celebrating the 50th anniversary of BART than attempting to meaningfully boost rider numbers.\u003c/p>\n\u003cp>“We want to thank our riders for riding us for all these many years, and if we get a bump in ridership, then that’s a bonus,” he says.\u003c/p>\n\u003cp>As for the repeat September timing, “certainly the anniversary is the main thing, because we launched service in September of 1972,” says Filippi. “But the other thing is, it’s really well timed with many students going back to school.”\u003c/p>\n\u003cp>The outbreak of \u003ca href=\"https://www.kqed.org/news/11904449/transit-breakdown-literally-barts-big-budget-trouble-anemic-ridership-and-whether-the-normal-commute-will-ever-return\">the COVID pandemic hit BART’s ridership — and its budget — hard\u003c/a>, an issue it shared with \u003ca href=\"https://www.kqed.org/news/11824758/how-coronavirus-is-affecting-public-transit-and-what-that-means-for-you\">other Bay Area transit agencies including Muni\u003c/a>.\u003c/p>\n\u003cp>While weekly BART ridership has been steadily climbing, it remains far below pre-pandemic levels, when weekly ridership was frequently over 2 million.\u003c/p>\n\u003cp>Big events, like San Francisco Pride, periodically boost BART ridership. \u003ca href=\"https://www.kqed.org/news/11917451/alive-again-fans-celebrate-warriors-nba-championship-victory\">The Golden State Warriors’ victory parade on June 20\u003c/a> gave the agency its highest ridership day since March 2020, before the pandemic.\u003c/p>\n\u003cp>While some Bay Area companies have continued to encourage (or enforce) a return to the office, the sheer number of people still working remotely means that BART’s commuter numbers remain affected. Filippi says that BART officials are in communication with Bay Area business leaders “to get the message out to those commuters through their businesses that BART is a great option for them to get back to the office when that’s something that they have to do.”\u003c/p>\n\u003cp>“We know for many folks, they’ve not ridden on a train for more than two years,” says Filippi. “We want them to know that we’ve hired additional cleaners, that we’ve hired additional safety personnel, and that we’ve improved our schedule. We’ve added service from where we were during the pandemic.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.kron4.com/news/bay-area/shooting-stabbing-mark-violent-weekend-on-bart/\">Safety on and around BART has been of particular concern\u003c/a> in the last week. On Friday, \u003ca href=\"https://www.sfgate.com/bayarea/article/One-man-injured-in-a-shooting-on-a-BART-train-in-17401216.php\">a man was shot on a Daly City-bound BART train at the Fruitvale station\u003c/a>, leading to the temporary closure of the Lake Merritt station. On Sunday, \u003ca href=\"https://www.sfgate.com/bayarea/article/Man-fatally-stabbed-at-BART-station-plaza-in-SF-17404035.php\">another man died from his injuries in the 24th Street station in San Francisco\u003c/a>, after being stabbed in the plaza above.\u003c/p>\n\u003cp>Would BART consider extending this fare reduction beyond September and the agency’s 50th anniversary celebrations?\u003c/p>\n\u003cp>“I never say never, but I would say it’s unlikely because [BART] relies so much on fares for its funding,” says Filippi. “So for us, it really is a significant cost.\u003c/p>\n\u003cp>“Every once in a while, to do something like this for a month, to show appreciation for our riders who have really been through so much over the last couple of years of the pandemic, we think the cost is worth it for a short-term, one-month discount,” says Filippi.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"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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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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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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"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": {
"id": "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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"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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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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"order": 16
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},
"science-friday": {
"id": "science-friday",
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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