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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The federal government says California is ineligible for about $12 billion in public transit funding because of a long-running dispute over changes to the state’s public pension law that the Biden administration recently determined are improper.\u003c/p>\n\u003cp>Federal law says state and local agencies must protect the interests of their employees to be eligible for federal public transit grants. A \u003ca href=\"https://www.calpers.ca.gov/page/about/laws-legislation-regulations/public-employees-pension-reform-act\">state law that took effect in 2013\u003c/a> made changes to California’s public pension system, including making pensions less generous for new employees.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Sacramento Bee reports the \u003ca href=\"https://www.sacbee.com/news/politics-government/the-state-worker/article255720896.html?ac_cid=DM561699&ac_bid=-1997988967\">U.S. Department of Labor recently determined those changes were improper\u003c/a> because they were imposed by law instead of collectively bargained with public employee unions.\u003c/p>\n\u003cp>The federal government’s latest decision means the state would be ineligible for about $9.5 billion in money set aside for California public transit agencies in the infrastructure bill Congress approved last week. California would also forfeit about $2.5 billion in grants for public transit that were part of the most recent federal coronavirus relief legislation.\u003c/p>\n\u003cp>“This relief funding has served as a lifeline for them, and in the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service and losses in our workforce, making it more difficult for agencies to rebound,” said Michael Pimentel, executive director of the California Transit Association, a nonprofit representing public transit agencies in the state.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Across the state, \u003ca href=\"https://www.kqed.org/news//what-bidens-congressional-infrastructure-bill-might-help-fund-in-california\">16% of transit vehicles are past their useful lives\u003c/a> but still in use. In San Francisco, MUNI’s parent agency, SFMTA, has more than $3 billion worth of needs identified for a five-year period through 2023, and more than $30 billion in infrastructure needs over the next 20 years. The Bay Area is host to 27 transit agencies.\u003c/p>\n\u003cp>State and federal officials have been arguing over this funding since the pension law was passed nearly a decade ago. After former President Barack Obama’s administration blocked grant funding for two California transit agencies, the state sued and won. But that decision only applied to the Sacramento Regional Transit District and Monterey-Salinas Transit.\u003c/p>\n\u003cp>In 2019, former Republican President Donald Trump’s administration ruled the state’s pension law did not make it ineligible for public transit grants. But Democratic President Joe Biden’s administration reversed that decision on Oct. 28.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California U.S. Sens. Dianne Feinstein and Alex Padilla, both Democrats, have urged the Biden administration to overturn the decision, saying it was “at odds with multiple state and federal court decisions and past Labor Department precedent.”\u003c/p>\n\u003cp>California Gov. Gavin Newsom, a Democrat, called the Labor Department’s decision “extremely concerning.” In a letter to U.S. Labor Secretary Marty Walsh on Wednesday, Newsom argued the pension changes did not impede labor unions’ collective bargaining rights, noting unions have negotiated new contracts since the 2013 state law took effect.\u003c/p>\n\u003cp>A letter from the U.S. Department of Labor says the state pension law “continues to interfere with the collective bargaining process regardless of the specific terms of workers’ collective bargaining agreements now in existence.”\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>BART's Board of Directors approved a policy Thursday that will require transit agency employees to be vaccinated against COVID-19 by mid-December.\u003c/p>\n\u003cp>The policy — sponsored by board members Rebecca Saltzman, Lateefah Simon, Bevan Dufty and Janice Li — directs BART General Manager Robert Powers to negotiate details of the vaccination requirement with the agency's labor unions.\u003c/p>\n\u003cp>\"By adopting this policy today, nobody is getting fired tomorrow,\" Li said during Thursday's meeting, following the board's 8-1 vote in favor of the measure. \"No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.\"\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Janice Li, BART board member\"]'No one is being forced to get the vaccine, but this policy states that being vaccinated is a condition of employment.'[/pullquote]As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"bart\"]Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. The agency has said fewer than half of its operators have gotten COVID-19 shots.\u003c/p>\n\u003cp>In San Francisco, Muni employees are included in a policy requiring all city workers to be fully vaccinated by Nov. 1, or face termination. The city's Municipal Transportation Agency said earlier this month that 640 of its employees had either still not been vaccinated or had failed to report their vaccination status.\u003c/p>\n\u003cp>The mass firing of unvaccinated workers would likely force sharp reductions in Muni service, the agency warned.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Dan Brekke and Bay City News.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As it currently stands, the policy would cover all employees and board members except those who qualify for exemptions on medical or religious grounds. The measure would also apply to contractors whose employees work on BART property.\u003c/p>\n\u003cp>BART says 833 of its roughly 4,000 employees, or 21% of the workforce, have not yet received COVID-19 shots. Saltzman, who represents a transit district that includes parts of Berkeley and Oakland, said last week that unvaccinated transit workers pose a threat to the health of their colleagues and to riders, and could jeopardize the agency's ability to run reliable train service.\u003c/p>\n\u003cp>Simon, whose district encompasses slices of Contra Costa, Alameda and San Francisco counties, said passing the policy would send a strong message to BART employees and patrons.\u003c/p>\n\u003cp>\"I need them to know, and also the women and men and children connected to our employee circle, that we're doing everything possible to prevent preventable death and hospitalization,\" Simon said at Thursday's board meeting.\u003c/p>\n\u003cp>But a number of public commenters at the meeting, including several who identified themselves as BART police officers, as well as the leader of one of the transit agency's biggest unions, voiced opposition to the policy.\u003c/p>\n\u003cp>John Arantes, president of the BART chapter of SEIU Local 1021, which represents mechanics and custodians, praised the agency for the wide range of measures it has taken to protect workers and riders during the pandemic — including making vaccines available at its larger work sites. But he said the new policy infringes on workers' rights.\u003c/p>\n\u003cp>\"It would be a shame to now take the extreme position to mandate that the workforce be vaccinated and force them to make the choice between losing their jobs or give up their right to freedom of choice,\" Arantes said.\u003c/p>\n\u003cp>He urged the agency to consider other alternatives, including requiring testing for unvaccinated workers. Without such a choice, he said, \"I am very concerned with the district's ability to continue to provide safe service for our patrons.\"\u003c/p>\n\u003cp>The policy approved Thursday does not include an option for frequent testing for those who decline to get vaccinated.\u003c/p>\n\u003cp>Contra Costa board member Debora Allen, who cast the only \"no\" vote on the policy, said she took issue with that lack of flexibility, and argued that the agency should not infringe on its employees' medical decisions.\u003c/p>\n\u003cp>Allen added that she got fully vaccinated this summer after initially being skeptical that the vaccine's protection would be more robust than the antibodies she acquired from contracting the virus.\u003c/p>\n\u003cp>\"I think each person should have the right to research and make their own medical decisions as I did without threats from their employer of losing their job,\" she said. \"So I come down on the side of every person making their own choice as to these medical treatments.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Board President Mark Foley, who represents Antioch and eastern Contra Costa, said he empathizes with those who are hesitant to get the COVID vaccine, noting that he opposed some vaccinations for \"more than a decade\" after his then-1-year-old daughter was diagnosed with autism.\u003c/p>\n\u003cp>But Foley said he and his daughter are now fully vaccinated against COVID-19, adding that he \"allowed science to lead\" in deciding to also have his daughter receive her other scheduled vaccinations when she entered high school.\u003c/p>\n\u003cp>\"I can see where people come from,\" he said. \"I understand. Coming from that perspective, I had doubts, I had concerns. But I also allowed myself to be guided by experts. And I was not the expert, Google was not the expert, fake news was not the expert.\"\u003c/p>\n\u003cp>Foley noted that while there is no testing option in the current policy, it also does not prevent the introduction of such a component during bargaining discussions with Powers and BART's labor unions.\u003c/p>\n\u003cp>\"This policy allows for labor to negotiate over how to protect their members. ... It puts the power in the labor leaders' hands and the general manager to craft a document that helps us move forward,\" he said. \"So I'm going to put my faith in their hands that they can come up with something that meets their needs.\"\u003c/p>\n\u003cp>The BART board vote comes a day after the AC Transit Board of Directors deadlocked, 3-3, on a proposal to require employees to get vaccinated. The agency has said fewer than half of its operators have gotten COVID-19 shots.\u003c/p>\n\u003cp>In San Francisco, Muni employees are included in a policy requiring all city workers to be fully vaccinated by Nov. 1, or face termination. The city's Municipal Transportation Agency said earlier this month that 640 of its employees had either still not been vaccinated or had failed to report their vaccination status.\u003c/p>\n\u003cp>The mass firing of unvaccinated workers would likely force sharp reductions in Muni service, the agency warned.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED's Dan Brekke and Bay City News.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>The union for bus and light-rail operators at the Santa Clara Valley Transportation Authority says it wants the district to go back to rear-door boarding amid a spike in COVID-19 cases among members.\u003c/p>\n\u003cp>Amalgamated Transit Union Local 265 says a total of 162 VTA employees have tested positive for the coronavirus, including 56 in December and about 60 so far this month. John Courtney, president of Local 265, said more than 90% of cases throughout the agency have occurred among his union's members.\u003c/p>\n\u003cp>Courtney said Local 265 met with VTA officials last week to request that the district reinstate rear-door boarding, a measure that limits contact between passengers and operators. But so far, he said, VTA management hasn't acted on the request.\u003c/p>\n\u003cp>\"And there is really only one reason,\" Courtney said. \"It's for money. It's not for anything else.\"\u003c/p>\n\u003cp>VTA and virtually every other transit agency in the region adopted rear-door boarding as a safety measure at the outset of the pandemic last spring. But boarding passengers at the rear door of buses generally means no fares are collected. In the case of VTA, rear-door boarding cost the agency upwards of $1 million a month in lost passenger revenue. VTA stopped the practice in August.\u003c/p>\n\u003cp>In a statement Friday, VTA acknowledged an \"uptick\" in COVID-19 cases among agency workers but said those who tested positive make up \"a small percentage\" of the agency's 2,000 or so employees. The increase in infections \"is sadly consistent with the community trend associated with recent holiday gatherings,\" the statement added.\u003c/p>\n\u003cp>The agency said it's working on a formal response to the union's rear-door boarding proposal.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\" target=\"_blank\" rel=\"noopener noreferrer\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The union for bus and light-rail operators at the Santa Clara Valley Transportation Authority says it wants the district to go back to rear-door boarding amid a spike in COVID-19 cases among members.\u003c/p>\n\u003cp>Amalgamated Transit Union Local 265 says a total of 162 VTA employees have tested positive for the coronavirus, including 56 in December and about 60 so far this month. John Courtney, president of Local 265, said more than 90% of cases throughout the agency have occurred among his union's members.\u003c/p>\n\u003cp>Courtney said Local 265 met with VTA officials last week to request that the district reinstate rear-door boarding, a measure that limits contact between passengers and operators. But so far, he said, VTA management hasn't acted on the request.\u003c/p>\n\u003cp>\"And there is really only one reason,\" Courtney said. \"It's for money. It's not for anything else.\"\u003c/p>\n\u003cp>VTA and virtually every other transit agency in the region adopted rear-door boarding as a safety measure at the outset of the pandemic last spring. But boarding passengers at the rear door of buses generally means no fares are collected. In the case of VTA, rear-door boarding cost the agency upwards of $1 million a month in lost passenger revenue. VTA stopped the practice in August.\u003c/p>\n\u003cp>In a statement Friday, VTA acknowledged an \"uptick\" in COVID-19 cases among agency workers but said those who tested positive make up \"a small percentage\" of the agency's 2,000 or so employees. The increase in infections \"is sadly consistent with the community trend associated with recent holiday gatherings,\" the statement added.\u003c/p>\n\u003cp>The agency said it's working on a formal response to the union's rear-door boarding proposal.\u003c/p>\n\u003cp>\u003cem>—\u003ca href=\"https://twitter.com/danbrekke\" target=\"_blank\" rel=\"noopener noreferrer\">Dan Brekke\u003c/a>\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. [ad fullwidth]\u003c/p>\n\u003cp>The $2.6 billion train order will eventually see 775 brand new, far-quieter rail cars grace the transit system’s fleet, but right now, BART only has about 300 of them. The pause in accepting cars will give Bombardier time “to take steps to improve the cars’ reliability and availability, and to alleviate rail car storage constraints at BART’s maintenance yards,” an agency spokesperson wrote.\u003c/p>\n\u003cp>The new cars are vital, the agency has said, to deliver more dependable service for the region. They’ve been \u003ca href=\"https://www.kqed.org/news/11629111/bart-faces-new-delay-in-rolling-out-fleet-of-the-future\">anticipated to replace the aging, older fleet as far back as 2016\u003c/a>, with rave reviews claiming they are far quieter and cleaner, and sport more ample space than the original, still-running, BART train cars.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1343748390664880129\u003c/p>\n\u003cp>Still, this is far from the first bump in the road for BART’s future fleet, like when train \u003ca href=\"https://www.kqed.org/news/11632453/bart-says-its-ironed-out-problems-with-new-cars-and-you-can-ride-soonish\">doors had trouble opening for inspectors. \u003c/a>The new future fleet \u003ca href=\"https://www.nbcbayarea.com/investigations/bart-inspections-ordered-after-new-fleet-cars-decouple/2312203/\">reportedly had issues when coupling multiple rail cars\u003c/a>, and, as \u003ca href=\"https://www.sfchronicle.com/bayarea/article/BART-slows-rollout-of-new-trains-as-it-contends-13837200.php\">the San Francisco Chronicle noted\u003c/a>, the rail cars have also experienced higher-than-expected maintenance issues.\u003c/p>\n\u003cp>[aside tag=\"BART,public-transit\" label=\"more coverage\"]It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s much-anticipated “\u003ca href=\"https://www.kqed.org/news/11642626/bart-gets-ok-to-launch-first-cars-in-its-fleet-of-the-future\">Fleet of the Future\u003c/a>” may be stuck in the future a little longer.\u003c/p>\n\u003cp>The agency will “temporarily stop” accepting the new rail cars from manufacturer Bombardier on Jan 8, citing issues with the trains’ software and wheels, the agency said in a statement.\u003c/p>\n\u003cp>The new trains’ onboard automatic train control system causes them to “routinely stop while in service,” a system broadly considered safety-critical in the transportation industry. The trains won’t move again until an operator reboots the system, an agency spokesperson wrote in a statement. The cars’ wheels can also develop flat spots if a train is stopped in rainy or wet conditions, prompting the cars to be removed from service so that the wheels can be resurfaced.\u003c/p>\n\u003cp>“While neither issue impacts the safety of existing (Fleet of the Future) cars currently in service, they can impact service reliability and car availability,” they wrote. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>It also comes \u003ca href=\"https://www.kqed.org/news/11826281/bart-board-passes-budget-including-initiative-to-refocus-police-force\">at a precarious time for transit budgets across the Bay Area\u003c/a>, and at BART, in the wake of the pandemic. BART’s ridership dropped 87% in 2020, leading to a $210 million budget deficit with a potential for “deep cuts and gutting service” should federal relief not stem the bleeding, BART General Manager Bob Powers has previously said.\u003c/p>\n\u003cp>There is some glimmer of hope as the combined $2.3 trillion COVID-19 relief package approved by Congress includes $14 billion for public transit, according to the Metropolitan Transportation Commission, with as much as $978 million coming to the Bay Area to assist all of its transit agencies.\u003c/p>\n\u003cp>Slowing the intake of new train cars will have another effect, BART said: It will have to slow down the decommissioning of its older fleet to ensure service. Some of those 618 legacy cars \u003ca href=\"https://www.bart.gov/about/projects/legacy\">may be sold to the public for uses other than transportation\u003c/a> — from possible train car-cafes to museums.\u003c/p>\n\u003cp>Given this newest delay, sipping a latte inside a decommissioned BART car may have to wait.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART is joining major transit agencies around the country in an appeal for a new round of federal pandemic relief to help head off mass layoffs and drastic service cuts.\u003c/p>\n\u003cp>BART General Manager Bob Powers said in a video press briefing Wednesday with transit executives from New York City, Cleveland, Denver, Indianapolis, New Orleans and Philadelphia that the industry’s future is on the line.\u003c/p>\n\u003cp>Of special concern, Powers said, will be operators’ ability to serve the most transit-dependent riders — lower-income patrons and those who don’t have the choice to work from home as the pandemic prompts a new wave of strict health orders.\u003c/p>\n\u003cp>“We cannot turn our back on our essential workers,” Powers said. “Scaled-down transit does not build resilient cities and will not help with economic recovery.”\u003c/p>\n\u003cp>Agencies throughout the country have seen ridership and fare revenue fall by 50% to 95% during the pandemic. In the federal CARES Act approved last March, transit operators nationwide received $25 billion in emergency funding, allowing them to continue operations at a reduced level. Most agencies will have exhausted those funds by the end of this month.\u003c/p>\n\u003cp>Transit districts have been lobbying since May for as much as $32 billion in a second round of aid to support service in the coming year. Recent versions of pandemic relief legislation under discussion by House and Senate leaders include $15 billion for transit operations.\u003c/p>\n\u003cp>Patrick Foye, chairman and CEO of New York’s Metropolitan Transportation Authority, said during Wednesday’s briefing that operators would like to see rapid action on that $15 billion from the current lame duck session of Congress. But he said much more will be needed if public transportation is to avoid long-term damage.\u003c/p>\n\u003cp>“To be clear, each of the agencies has dramatically higher needs for federal funding in 2021 and 2022” and beyond, Foye said.\u003c/p>\n\u003cp>In the Bay Area, virtually every transit operator is facing service cuts and workforce reductions even deeper than those they've already imposed.\u003c/p>\n\u003cp>BART, which faces a $210 million deficit in the next 18 months, is trying to shrink its workforce through voluntary early retirements, but has discussed layoffs and eliminating weekend service.\u003c/p>\n\u003cp>San Francisco’s Muni must tackle a budget shortfall of $236 million through the middle of 2022 and has said it may need to lay off more than 1,200 employees, more than 20% of its workforce. The Golden Gate Bridge district has announced it will lay off 146 workers, mostly from its bus and ferry operations, on Jan. 4.\u003c/p>\n\u003cp>\u003cem>—Dan Brekke (\u003ca href=\"https://twitter.com/danbrekke\" target=\"_blank\" rel=\"noopener noreferrer\">@danbrekke\u003c/a>)\u003c/em>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is joining major transit agencies around the country in an appeal for a new round of federal pandemic relief to help head off mass layoffs and drastic service cuts.\u003c/p>\n\u003cp>BART General Manager Bob Powers said in a video press briefing Wednesday with transit executives from New York City, Cleveland, Denver, Indianapolis, New Orleans and Philadelphia that the industry’s future is on the line.\u003c/p>\n\u003cp>Of special concern, Powers said, will be operators’ ability to serve the most transit-dependent riders — lower-income patrons and those who don’t have the choice to work from home as the pandemic prompts a new wave of strict health orders.\u003c/p>\n\u003cp>“We cannot turn our back on our essential workers,” Powers said. “Scaled-down transit does not build resilient cities and will not help with economic recovery.”\u003c/p>\n\u003cp>Agencies throughout the country have seen ridership and fare revenue fall by 50% to 95% during the pandemic. In the federal CARES Act approved last March, transit operators nationwide received $25 billion in emergency funding, allowing them to continue operations at a reduced level. Most agencies will have exhausted those funds by the end of this month.\u003c/p>\n\u003cp>Transit districts have been lobbying since May for as much as $32 billion in a second round of aid to support service in the coming year. Recent versions of pandemic relief legislation under discussion by House and Senate leaders include $15 billion for transit operations.\u003c/p>\n\u003cp>Patrick Foye, chairman and CEO of New York’s Metropolitan Transportation Authority, said during Wednesday’s briefing that operators would like to see rapid action on that $15 billion from the current lame duck session of Congress. But he said much more will be needed if public transportation is to avoid long-term damage.\u003c/p>\n\u003cp>“To be clear, each of the agencies has dramatically higher needs for federal funding in 2021 and 2022” and beyond, Foye said.\u003c/p>\n\u003cp>In the Bay Area, virtually every transit operator is facing service cuts and workforce reductions even deeper than those they've already imposed.\u003c/p>\n\u003cp>BART, which faces a $210 million deficit in the next 18 months, is trying to shrink its workforce through voluntary early retirements, but has discussed layoffs and eliminating weekend service.\u003c/p>\n\u003cp>San Francisco’s Muni must tackle a budget shortfall of $236 million through the middle of 2022 and has said it may need to lay off more than 1,200 employees, more than 20% of its workforce. The Golden Gate Bridge district has announced it will lay off 146 workers, mostly from its bus and ferry operations, on Jan. 4.\u003c/p>\n\u003cp>\u003cem>—Dan Brekke (\u003ca href=\"https://twitter.com/danbrekke\" target=\"_blank\" rel=\"noopener noreferrer\">@danbrekke\u003c/a>)\u003c/em>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Jeffrey Tumlin, SFMTA director\"]'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'[/pullquote]\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>[aside label='Related Coverage' tag='muni']Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With revenues gutted due to the pandemic, the agency that runs the city's Muni transit service says it may need to dismiss more than 1,200 employees — 22% of its workforce.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "measure-rr-caltrain-sales-tax-measure-results",
"title": "Caltrain's 'Lifeline' Sales Tax Appears to Be on Track for Approval",
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"headTitle": "Caltrain’s ‘Lifeline’ Sales Tax Appears to Be on Track for Approval | KQED",
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"content": "\u003cp>\u003cem>Updated 9:45 a.m. Wednesday, Nov. 4\u003c/em>\u003c/p>\n\u003cp>Caltrain officials and supporters are breathing a sigh of relief after voters in the three counties served by the rail line appeared to have passed a new one-eighth-cent sales tax that the agency says will help it survive a major drop in ridership due to the coronavirus pandemic, and pave the way for an ambitious program of improvements and expansion in decades to come.\u003c/p>\n\u003cp>Measure RR, which gives the three-decade-old transit agency its first dedicated source of funding, needed a two-thirds “yes” vote among all ballots cast in the three Caltrain counties — San Francisco, San Mateo and Santa Clara — to pass. With well more than half of expected ballots counted in the three counties by 9:30 a.m. Wednesday, \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">the measure was passing\u003c/a> with a 70.4% “yes” vote. \u003c/p>\n\u003cp>[aside postID=\"news_11831788,news_11829125,news_11812847\" label=\"Caltrain's Measure RR\"]\u003c/p>\n\u003cp>The measure was getting 74% support in San Francisco, traditionally supportive of regional transportation measures, and 72.1% in San Mateo County, which made the initial local investment that bought the rail system from Southern Pacific in 1991 and which has run the agency ever since. The vote was closer — 67.4% “yes” — in Santa Clara County, where officials had expressed particularly vehement reservations about allowing San Mateo County to continue its role as Caltrain’s operator.\u003c/p>\n\u003cp>“It’s just phenomenal to have this level of support from the voters and the taxpayers,” said Dave Pine, a member of the San Mateo County Board of Supervisors and chair of the Peninsula Corridor Joint Powers Board that oversees Caltrain.\u003c/p>\n\u003cp>Rail agency officials and supporters had said the tax, which will raise an estimated $100 million a year for the next 30 years, would allow the system to weather the drastic decline in fare revenue that followed the onset of the coronavirus pandemic. The revenue is also intended to help pay for acquiring new electric trains and running more frequent service as part of a plan that would nearly quadruple daily ridership by the year 2040.\u003c/p>\n\u003cp>Historically, Caltrain has depended on fares to cover about 70% of its day-to-day operating costs — a \u003ca href=\"https://en.wikipedia.org/wiki/Farebox_recovery_ratio#:~:text=The%20farebox%20recovery%20ratio%20(also,by%20its%20total%20operating%20expenses.\" rel=\"noopener noreferrer\" target=\"_blank\">farebox-recovery level\u003c/a> that industry officials say is the highest among all major U.S. transit systems.\u003c/p>\n\u003cp>But once COVID-19 restrictions took effect, weekday ridership all but vanished, initially falling from about 65,000 a day to about 1,500, a 98% plunge. And despite the agency continuing to run 70 trains a day, average weekday ridership is still only about 3,500 — a 95% decrease.\u003c/p>\n\u003cp>Pine said the first order of business, now that the tax appears to have passed, is to get through the pandemic. \u003c/p>\n\u003cp>“Our greatest strength is also our Achilles’ heel in that 70% of our revenue is from riders, and we don’t have riders,” Pine said. “So we have our lifeline to make it through COVID, and then we’ll look forward to a future of expanded service, more frequent and faster trains and more ridership on the corridor.”\u003c/p>\n\u003cp>A poll conducted for Caltrain and \u003ca href=\"https://www.caltrain.com/Assets/_MarketDevelopment/pdf/Survey+of+Likely+November+2020+Voters+Regarding+a+Potential+Sales+Tax+for+Caltrain.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">released in June\u003c/a> showed the tax falling just short of the required two-thirds majority, with 63% approval.\u003c/p>\n\u003cp>That level rose to 70% when survey respondents heard arguments for the measure — essentially that the tax would help Caltrain expand and improve as well as ease congestion on the region’s freeways. But a negative message — one emphasizing the uncertainties about transit ridership after the pandemic and questioning whether the tax is needed for a commuter rail system that serves a mostly affluent clientele — led support for the measure to drop below 60%.\u003c/p>\n\u003cp>Measure RR was supported by scores of elected officials in the three counties, from Sen. Dianne Feinstein to local town council members. Major business, environmental and transportation advocacy groups as well as some of the Bay Area’s wealthiest companies also endorsed the tax — and contributed to the “Save Caltrain” campaign’s $2.7 million war chest.\u003c/p>\n\u003cp>Most notable among individual supporters: Pine, the Caltrain board chair, who loaned the campaign $500,000 to help it keep ads on TV when other donations were slow to arrive. He said the campaign has repaid the loan.\u003c/p>\n\u003cp>The Silicon Valley Taxpayers Association led the unfunded opposition, which argued that a system running at just 5% capacity doesn’t need a tax boost and that the agency should be cutting its budget to get through the pandemic. Opponents also objected to an added sales tax as a funding mechanism, pointing out it’s a regressive levy that falls more heavily on lower-income taxpayers than on the affluent. \u003c/p>\n\u003cp>“Caltrain needs to just hunker down, sit back and wait and figure out what to do — cut back as much they can to keep going, but not go and start taking money from people who are losing their jobs and having to cut their own expenses,” said Eric Garris, who signed the “No on RR” argument on the San Francisco ballot. “… I’m betting on at least one-third of the people being smart enough to realize that these are just people asking them for more money because they’re worried about their jobs and they can take it from us.” \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has survived the pandemic downturn so far largely thanks to operating subsidies it gets from the three Caltrain counties, but mostly because of a federal CARES Act bailout that distributed $1.3 billion to Bay Area transit systems. Public transportation districts from across the country, including BART and Muni, have lobbied unsuccessfully for months to persuade Congress and the Trump administration to pass a second round of aid.\u003c/p>\n\u003cp>The uncertainty of future finances has prompted Caltrain staff to study different service scenarios, ranging from a total system shutdown to targeted reductions that would reduce weekday runs and expand the weekend schedule in a move \u003ca href=\"https://www.caltrain.com/about/MediaRelations/news/Caltrain_Considers_Changes_Aimed_at_Improving_Service_for_Essential_Workers_and_Transit_Dependent_Riders.html\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a> would better serve lower-income riders and essential workers.\u003c/p>\n\u003cp>Measure RR’s path to the ballot began with Senate Bill 797, a 2017 bill by state Sen. Jerry Hill, D-San Mateo, that would allow the Caltrain board to place the one-eighth-cent tax on the ballot if the boards of supervisors \u003cem>and\u003c/em> transit agency boards in Santa Clara, San Mateo and San Francisco all approved the measure.\u003c/p>\n\u003cp>That requirement for six separate votes nearly derailed the measure when elected officials in both Santa Clara County and San Francisco insisted on a commitment to take away San Mateo County’s role as Caltrain manager. A special Caltrain board committee has begun work on the governance proposals, which under an August resolution are supposed to be decided on by the end of next year.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Results early Wednesday showed one-eighth-cent sales tax measure winning with a \"yes\" vote of more than 70%. Supporters argued the measure would allow the commuter railroad to survive the coronavirus crisis and move ahead with future system improvements.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 9:45 a.m. Wednesday, Nov. 4\u003c/em>\u003c/p>\n\u003cp>Caltrain officials and supporters are breathing a sigh of relief after voters in the three counties served by the rail line appeared to have passed a new one-eighth-cent sales tax that the agency says will help it survive a major drop in ridership due to the coronavirus pandemic, and pave the way for an ambitious program of improvements and expansion in decades to come.\u003c/p>\n\u003cp>Measure RR, which gives the three-decade-old transit agency its first dedicated source of funding, needed a two-thirds “yes” vote among all ballots cast in the three Caltrain counties — San Francisco, San Mateo and Santa Clara — to pass. With well more than half of expected ballots counted in the three counties by 9:30 a.m. Wednesday, \u003ca href=\"https://docs.google.com/spreadsheets/d/1OzZ5GkhTE5dmNBaJV-2uivc65neiGO9mGeKQBzWHcg8/edit?usp=sharing\" rel=\"noopener noreferrer\" target=\"_blank\">the measure was passing\u003c/a> with a 70.4% “yes” vote. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure was getting 74% support in San Francisco, traditionally supportive of regional transportation measures, and 72.1% in San Mateo County, which made the initial local investment that bought the rail system from Southern Pacific in 1991 and which has run the agency ever since. The vote was closer — 67.4% “yes” — in Santa Clara County, where officials had expressed particularly vehement reservations about allowing San Mateo County to continue its role as Caltrain’s operator.\u003c/p>\n\u003cp>“It’s just phenomenal to have this level of support from the voters and the taxpayers,” said Dave Pine, a member of the San Mateo County Board of Supervisors and chair of the Peninsula Corridor Joint Powers Board that oversees Caltrain.\u003c/p>\n\u003cp>Rail agency officials and supporters had said the tax, which will raise an estimated $100 million a year for the next 30 years, would allow the system to weather the drastic decline in fare revenue that followed the onset of the coronavirus pandemic. The revenue is also intended to help pay for acquiring new electric trains and running more frequent service as part of a plan that would nearly quadruple daily ridership by the year 2040.\u003c/p>\n\u003cp>Historically, Caltrain has depended on fares to cover about 70% of its day-to-day operating costs — a \u003ca href=\"https://en.wikipedia.org/wiki/Farebox_recovery_ratio#:~:text=The%20farebox%20recovery%20ratio%20(also,by%20its%20total%20operating%20expenses.\" rel=\"noopener noreferrer\" target=\"_blank\">farebox-recovery level\u003c/a> that industry officials say is the highest among all major U.S. transit systems.\u003c/p>\n\u003cp>But once COVID-19 restrictions took effect, weekday ridership all but vanished, initially falling from about 65,000 a day to about 1,500, a 98% plunge. And despite the agency continuing to run 70 trains a day, average weekday ridership is still only about 3,500 — a 95% decrease.\u003c/p>\n\u003cp>Pine said the first order of business, now that the tax appears to have passed, is to get through the pandemic. \u003c/p>\n\u003cp>“Our greatest strength is also our Achilles’ heel in that 70% of our revenue is from riders, and we don’t have riders,” Pine said. “So we have our lifeline to make it through COVID, and then we’ll look forward to a future of expanded service, more frequent and faster trains and more ridership on the corridor.”\u003c/p>\n\u003cp>A poll conducted for Caltrain and \u003ca href=\"https://www.caltrain.com/Assets/_MarketDevelopment/pdf/Survey+of+Likely+November+2020+Voters+Regarding+a+Potential+Sales+Tax+for+Caltrain.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">released in June\u003c/a> showed the tax falling just short of the required two-thirds majority, with 63% approval.\u003c/p>\n\u003cp>That level rose to 70% when survey respondents heard arguments for the measure — essentially that the tax would help Caltrain expand and improve as well as ease congestion on the region’s freeways. But a negative message — one emphasizing the uncertainties about transit ridership after the pandemic and questioning whether the tax is needed for a commuter rail system that serves a mostly affluent clientele — led support for the measure to drop below 60%.\u003c/p>\n\u003cp>Measure RR was supported by scores of elected officials in the three counties, from Sen. Dianne Feinstein to local town council members. Major business, environmental and transportation advocacy groups as well as some of the Bay Area’s wealthiest companies also endorsed the tax — and contributed to the “Save Caltrain” campaign’s $2.7 million war chest.\u003c/p>\n\u003cp>Most notable among individual supporters: Pine, the Caltrain board chair, who loaned the campaign $500,000 to help it keep ads on TV when other donations were slow to arrive. He said the campaign has repaid the loan.\u003c/p>\n\u003cp>The Silicon Valley Taxpayers Association led the unfunded opposition, which argued that a system running at just 5% capacity doesn’t need a tax boost and that the agency should be cutting its budget to get through the pandemic. Opponents also objected to an added sales tax as a funding mechanism, pointing out it’s a regressive levy that falls more heavily on lower-income taxpayers than on the affluent. \u003c/p>\n\u003cp>“Caltrain needs to just hunker down, sit back and wait and figure out what to do — cut back as much they can to keep going, but not go and start taking money from people who are losing their jobs and having to cut their own expenses,” said Eric Garris, who signed the “No on RR” argument on the San Francisco ballot. “… I’m betting on at least one-third of the people being smart enough to realize that these are just people asking them for more money because they’re worried about their jobs and they can take it from us.” \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency has survived the pandemic downturn so far largely thanks to operating subsidies it gets from the three Caltrain counties, but mostly because of a federal CARES Act bailout that distributed $1.3 billion to Bay Area transit systems. Public transportation districts from across the country, including BART and Muni, have lobbied unsuccessfully for months to persuade Congress and the Trump administration to pass a second round of aid.\u003c/p>\n\u003cp>The uncertainty of future finances has prompted Caltrain staff to study different service scenarios, ranging from a total system shutdown to targeted reductions that would reduce weekday runs and expand the weekend schedule in a move \u003ca href=\"https://www.caltrain.com/about/MediaRelations/news/Caltrain_Considers_Changes_Aimed_at_Improving_Service_for_Essential_Workers_and_Transit_Dependent_Riders.html\" target=\"_blank\" rel=\"noopener noreferrer\">the agency says\u003c/a> would better serve lower-income riders and essential workers.\u003c/p>\n\u003cp>Measure RR’s path to the ballot began with Senate Bill 797, a 2017 bill by state Sen. Jerry Hill, D-San Mateo, that would allow the Caltrain board to place the one-eighth-cent tax on the ballot if the boards of supervisors \u003cem>and\u003c/em> transit agency boards in Santa Clara, San Mateo and San Francisco all approved the measure.\u003c/p>\n\u003cp>That requirement for six separate votes nearly derailed the measure when elected officials in both Santa Clara County and San Francisco insisted on a commitment to take away San Mateo County’s role as Caltrain manager. A special Caltrain board committee has begun work on the governance proposals, which under an August resolution are supposed to be decided on by the end of next year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California",
"title": "Time Is Ticking on Controversial SB 50 Bill to Boost New Housing in California",
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"content": "\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>[aside tag=\"affordable-housing\" label=\"related coverage\"]\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>One of the most watched bills aimed at tackling California's affordable housing shortage is nearing a major vote this week at the state Legislature that will decide whether it lives or dies.\u003c/p>\n\u003cp>State Sen. Scott Wiener's Senate Bill 50 would require cities to allow taller apartment buildings near train stations, high-frequency bus lines and job centers. It would also allow small \u003ca href=\"https://www.latimes.com/politics/la-pol-ca-single-family-zoning-changes-senate-bill-50-legislation-20190513-story.html\" target=\"_blank\" rel=\"noopener noreferrer\">duplexes and fourplexes\u003c/a> where only single-family homes are now permitted.\u003c/p>\n\u003cp>First \u003ca href=\"https://www.kqed.org/news/11655560/eight-stories-tall\" target=\"_blank\" rel=\"noopener noreferrer\">introduced in 2018 as SB 827\u003c/a>, the bill challenged cities' authority to determine what gets built and where within their borders.\u003c/p>\n\u003cp>While opposition to the bill first came from city officials balking at the loss of local control, now the major obstacle to the bill's passage comes from dozens of housing affordability and tenants' rights organizations who contend the bill would further exacerbate growing income inequality throughout the state.\u003c/p>\n\u003cp>In a letter last week to Wiener, a statewide coalition of housing affordability advocates led by The Alliance for Community Transit-Los Angeles, San Francisco-based Council of Community Housing Organizations and others blasted the bill, saying it would encourage more market rate and luxury housing, displacing low-income renters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Despite months of negotiating, the groups still worry the bill could harm the communities they represent because it wouldn't build enough affordable housing, said Anya Lawler, a policy advocate for the Western Center on Law and Poverty, one of the co-signers of the letter.\u003c/p>\n\u003cp>\"Although we've had a lot of productive conversations on the bill, the version that remains in print is very concerning to us,\" Lawler said. \"We fundamentally believe that in its current form, SB 50 would be damaging to low-income communities and communities of color.\"\u003c/p>\n\u003cp>They were joined by another coalition of more than three dozen tenants' rights organizations, including the Housing Rights Committee of San Francisco, the Los Angeles Tenants Union and others. In \u003ca href=\"https://docs.google.com/document/d/1GgXl4Npa2RjKAIsrTqoh2mlDH8l4YlbtwNkDdMehBzw/edit\" target=\"_blank\" rel=\"noopener noreferrer\">a separate letter\u003c/a> last week to Wiener, the groups said the bill would stimulate speculation by Wall Street and hedge fund landlords and incentivize them to keep units vacant in order to drive up prices.\u003c/p>\n\u003cp>\"The lack of truly affordable homes or substantive, enforceable tenant protections in SB 50 leaves too many vulnerable to the whims of the real estate market, which has undermined community stability for generations,\" the letter reads.\u003c/p>\n\u003cp>Wiener, a Democrat who represents San Francisco, has made a number of amendments to the bill since it was first introduced, including provisions to protect rental buildings from being torn down and to require that developers set aside up to 25% of new housing units as affordable housing. Local residents will also be given priority to rent or buy 40% of those affordable units. The bill would allow communities with high proportions of low-income residents at least five years to draft their own plans for meeting the bill's requirements before it goes into effect.\u003c/p>\n\u003cp>To appease officials concerned about a state-led, top-down approach, Wiener added a two-year grace period for municipalities to craft their own plans for allowing new development, so long as the plans achieve the same amount of housing under the bill and don't increase sprawl.\u003c/p>\n\u003cp>It was that change that helped Milpitas Councilmember Anthony Phan support the bill. Phan joined his fellow councilmembers last week in voting to endorse it.\u003c/p>\n\u003cp>\"I applaud Sen. Wiener’s efforts to address many concerns raised about SB 50 in its previous iteration,\" Phan said in a statement. \"We have devoted significant long-range planning efforts towards transit-oriented development through our Transit Area Specific Plan, and we encourage other cities to embrace what SB 50 is trying to accomplish.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Whether those changes will be enough to convince senators they have more constituents who support the bill than oppose is too close to call. The bill is expected to go before the Senate for a vote as early as Wednesday and must get through the house before the end of the week or it won't be able to move to the Assembly.\u003c/p>\n\u003cp>If the bill passes the Senate, lawmakers will be able to make changes, though any changes will be negotiated through Wiener's office. It will have until the end of the legislative session in August to become law.\u003c/p>\n\u003cp>If it doesn't, the state will have to rethink how it plans to address escalating housing prices, increasing homelessness, and growing income inequality, said Matthew Lewis, a spokesman for California YIMBY and a proponent of the legislation.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Continuing with the status quo \"leads to a shrinking population of older, richer people that literally can't sustain itself,\" Lewis said. \"It leads to a catastrophe.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "AC Transit Union Rallies Support from Communities Across the Bay Area",
"title": "AC Transit Union Rallies Support from Communities Across the Bay Area",
"headTitle": "The California Report | KQED News",
"content": "\u003cp>In an effort to gain community support and bring attention to contract negotiations, AC Transit bus drivers and mechanics gathered at Fruitvale BART Station on Saturday to air their grievances against management over what they say are stalled negotiations. Their labor union, Amalgamated Transit Union Local 192 (\u003ca href=\"https://www.facebook.com/ATULocal192/\" target=\"_blank\" rel=\"noopener noreferrer\">ATU Local 192\u003c/a>) received support from other labor unions across the Bay Area.\u003c/p>\n\u003cp>In May, AC Transit's labor union entered negotiations with the company as their contract was set to expire at the end of June. In September, the union voted to authorize a strike as talks between both parties carried on.\u003c/p>\n\u003cp>\"They've been meeting pretty regularly to try to negotiate a contract. Unfortunately, things have not been moving forward in the way that's productive for the workers,\" said Elizabeth Ortega-Toro, executive secretary-treasurer of \u003ca href=\"https://alamedalabor.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Alameda Labor Council\u003c/a>, an umbrella organization representing more than 135 unions.\u003c/p>\n\u003cp>\u003ca href=\"http://www.actransit.org/about-us/facts-and-figures/ridership/\" target=\"_blank\" rel=\"noopener noreferrer\">AC Transit\u003c/a> services approximately 1.5 million people who live in the agency's 364 square mile service area.\u003c/p>\n\u003ch3>Sticking Points\u003c/h3>\n\u003cp>The union said talks have stalled over concerns regarding sickness and safety. Among other things, they are calling on the company to keep legacy language around sick policy in its renewed contract.\u003cbr>\n[pullquote size=\"medium\" align=\"right\" citation=\"Yvonne M. Williams, ATU Local 192 union president\"]'You may have heard it on the news, we're subject to attacks while we're at work.'[/pullquote]\u003c/p>\n\u003cp>Their previous contract allowed up to a year to heal for those with debilitating illnesses, but now the union says AC Transit wants to scale that back to 30 days, according to union president Yvonne M. Williams.\u003c/p>\n\u003cp>Karen Hopper, who has been driving for AC Transit for 17 years, said she's concerned for her coworkers \"who are sick and injured, and who are being threatened to be terminated because of their injuries.\"\u003c/p>\n\u003cfigure id=\"attachment_11787110\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787110\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-800x600.jpg\" alt='Karen Hopper, who has been driving with AC Transit for 17 years, is standing while holding up a sign that reads \"AC Transit! Workers & riders roll together\". She attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Karen Hopper, who has been driving with AC Transit for 17 years, attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another issue is safety. An \u003ca href=\"https://www.nbcbayarea.com/investigations/Drivers-Under-Siege-486501371.html\" target=\"_blank\" rel=\"noopener noreferrer\">NBC Investigative Unit\u003c/a> review found a spike in assaults on AC Transit bus drivers in recent years after looking at 200 bus surveillance videos and uncovering an increase in the number of assaults against drivers. The videos show drivers being punched, choked, and threatened at gunpoint.\u003c/p>\n\u003cp>\"You may have heard it on the news,\" said Williams, \"we're subject to attacks while we're at work.\"\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Jovanka Beckles from Teamsters 856\"]'When we fight locally that gives the rest of this country the energy and the willingness to continue to fight.'[/pullquote]\u003c/p>\n\u003cp>The union said they've been asking for safety shields, a barrier between passengers and bus drivers, to be installed in their buses for years. But Williams claims when AC Transit ordered buses, they \"did not specify that they wanted shields.\"\u003c/p>\n\u003cp>Williams also claims that management has said they would only retrofit 25 out of 700 buses with protective shields.\u003c/p>\n\u003cp>The union is also demanding living wages and improved bathroom conditions, as well as asking the agency to stop diverting local services to the Transbay.\u003c/p>\n\u003cp>\"If they don't have enough operators to provide the service for the Transbay service, they would divert service from the inner community to provide that service to Transbay lines,\" Williams said.\u003c/p>\n\u003ch3>Union Solidarity\u003c/h3>\n\u003cp>Members from the \u003ca href=\"https://oaklandea.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Oakland Education Association\u003c/a>, including their president Keith Brown, attended the rally.\u003c/p>\n\u003cp>\"We stand in solidarity with ATU 192,\" Brown said to the crowd. \"We thank you because, ATU, you had our back in February, our students' backs in Oakland. You supported us during our strike ... and we're here to return the favor.\"\u003c/p>\n\u003cfigure id=\"attachment_11787082\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787082\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-800x600.jpg\" alt='President of Oakland Education Association Keith Brown speaking into a megaphone in front of rallygoers holding signs that say \"Fight for a better workstation,\" \"When we fight, we win,\" and \"AC Transit! Workers & riders roll together.\" The rally was hosted by ATU Local 192 at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">President of Oakland Education Association Keith Brown speaking at a rally by ATU Local 192 held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The union representing BART workers, \u003ca href=\"http://atu1555.org/\" target=\"_blank\" rel=\"noopener noreferrer\">ATU Local 1555\u003c/a>, said they'd support their AC Transit colleagues and walk alongside them at the picket lines should the latter decide to strike.\u003c/p>\n\u003cp>BART union president Gena L. Alexander said transit workers worry about safety on the job because they encounter people with mental disabilities or people who are experiencing homelessness or drug addiction.\u003c/p>\n\u003cp>They also have to deal with passengers who take public transportation to work every day and who may be under an extenuating amount of pressure thereby taking their frustrations out on the workers, Alexander added.\u003c/p>\n\u003cp>\"You're running late, but you were late when you left home. Now your ticket doesn't work. And now you're mad at the agent because they have to fix your ticket or tell you the bad news that you don't have enough money,\" she said.\u003c/p>\n\u003cp>[aside tag=\"ac-transit\" label=\"Related coverage\"]\u003c/p>\n\u003cp>To some, the fight is larger than local. \"We know that when we fight locally that gives the rest of this country the energy and the willingness to continue to fight,\" said Jovanka Beckles from \u003ca href=\"https://teamsters856.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Teamsters 856\u003c/a>, a union representing workers from over 150 different employers in both the public and private sector.\u003c/p>\n\u003cp>Other unions in attendance included \u003ca href=\"https://newhaventa.org/\" target=\"_blank\" rel=\"noopener noreferrer\">New Haven Teachers Association\u003c/a> representing educators from Union City, \u003ca href=\"https://www.unitehere2850.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Unite HERE 2850\u003c/a> representing hotel and restaurant employees, \u003ca href=\"https://www.seiu-uhw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">SEIU United Healthcare Workers West\u003c/a> representing healthcare workers, \u003ca href=\"https://www.seiu1021.org/\" target=\"_blank\" rel=\"noopener noreferrer\">SEIU 1021\u003c/a> representing city and county employees, and \u003ca href=\"https://www.ibew595.org/\" target=\"_blank\" rel=\"noopener noreferrer\">IBEW Local 595\u003c/a> representing electrical workers.\u003c/p>\n\u003cp>The rally ended with attendees breaking into small groups and heading out to share information with others and local businesses. Rallygoers were tasked with poster and flyer canvassing at different BART stations.\u003c/p>\n\u003cfigure id=\"attachment_11787111\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787111\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-800x600.jpg\" alt='John Murray worked as a Muni bus driver for 30 years before he retired. Liz Kimura worked as a mechanic for BART for 20 years before she retired. Both are holding up signs that read \"AC Transit! Workers & riders roll together\". Kimura is also wearing a homemade poster sign that says \"The Working Class has POWER! We need unity & organization to use it!\" They attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">John Murray worked as a Muni bus driver for 30 years before he retired. Liz Kimura worked as a mechanic for BART for 20 years before she retired. They attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit spokesperson Robert Lyles said the agency remains at the negotiating table, that they are unaware of any impasse in contract negotiations and that he will not get into details because negotiations are ongoing.\u003c/p>\n\u003cp>Driver compartment shields are \"just one\" of the improvements for bus operators\u003cb> \u003c/b>that have already been adopted by the board of directors, according to Lyles. The company is in the process of testing out two beta model shields and waiting for union approval before moving on to next steps, he said.\u003c/p>\n\u003cp>\"For us, our train operators are safer because we go into a cab and close the door,\" Alexander said, \"AC Transit bus drivers don't have that luxury. They are at the mercy of the public ... like sitting ducks.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The union said contract negotiations have stalled over concerns regarding sickness and safety, among other things.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In an effort to gain community support and bring attention to contract negotiations, AC Transit bus drivers and mechanics gathered at Fruitvale BART Station on Saturday to air their grievances against management over what they say are stalled negotiations. Their labor union, Amalgamated Transit Union Local 192 (\u003ca href=\"https://www.facebook.com/ATULocal192/\" target=\"_blank\" rel=\"noopener noreferrer\">ATU Local 192\u003c/a>) received support from other labor unions across the Bay Area.\u003c/p>\n\u003cp>In May, AC Transit's labor union entered negotiations with the company as their contract was set to expire at the end of June. In September, the union voted to authorize a strike as talks between both parties carried on.\u003c/p>\n\u003cp>\"They've been meeting pretty regularly to try to negotiate a contract. Unfortunately, things have not been moving forward in the way that's productive for the workers,\" said Elizabeth Ortega-Toro, executive secretary-treasurer of \u003ca href=\"https://alamedalabor.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Alameda Labor Council\u003c/a>, an umbrella organization representing more than 135 unions.\u003c/p>\n\u003cp>\u003ca href=\"http://www.actransit.org/about-us/facts-and-figures/ridership/\" target=\"_blank\" rel=\"noopener noreferrer\">AC Transit\u003c/a> services approximately 1.5 million people who live in the agency's 364 square mile service area.\u003c/p>\n\u003ch3>Sticking Points\u003c/h3>\n\u003cp>The union said talks have stalled over concerns regarding sickness and safety. Among other things, they are calling on the company to keep legacy language around sick policy in its renewed contract.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Their previous contract allowed up to a year to heal for those with debilitating illnesses, but now the union says AC Transit wants to scale that back to 30 days, according to union president Yvonne M. Williams.\u003c/p>\n\u003cp>Karen Hopper, who has been driving for AC Transit for 17 years, said she's concerned for her coworkers \"who are sick and injured, and who are being threatened to be terminated because of their injuries.\"\u003c/p>\n\u003cfigure id=\"attachment_11787110\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787110\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-800x600.jpg\" alt='Karen Hopper, who has been driving with AC Transit for 17 years, is standing while holding up a sign that reads \"AC Transit! Workers & riders roll together\". She attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3743-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Karen Hopper, who has been driving with AC Transit for 17 years, attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Another issue is safety. An \u003ca href=\"https://www.nbcbayarea.com/investigations/Drivers-Under-Siege-486501371.html\" target=\"_blank\" rel=\"noopener noreferrer\">NBC Investigative Unit\u003c/a> review found a spike in assaults on AC Transit bus drivers in recent years after looking at 200 bus surveillance videos and uncovering an increase in the number of assaults against drivers. The videos show drivers being punched, choked, and threatened at gunpoint.\u003c/p>\n\u003cp>\"You may have heard it on the news,\" said Williams, \"we're subject to attacks while we're at work.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The union said they've been asking for safety shields, a barrier between passengers and bus drivers, to be installed in their buses for years. But Williams claims when AC Transit ordered buses, they \"did not specify that they wanted shields.\"\u003c/p>\n\u003cp>Williams also claims that management has said they would only retrofit 25 out of 700 buses with protective shields.\u003c/p>\n\u003cp>The union is also demanding living wages and improved bathroom conditions, as well as asking the agency to stop diverting local services to the Transbay.\u003c/p>\n\u003cp>\"If they don't have enough operators to provide the service for the Transbay service, they would divert service from the inner community to provide that service to Transbay lines,\" Williams said.\u003c/p>\n\u003ch3>Union Solidarity\u003c/h3>\n\u003cp>Members from the \u003ca href=\"https://oaklandea.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Oakland Education Association\u003c/a>, including their president Keith Brown, attended the rally.\u003c/p>\n\u003cp>\"We stand in solidarity with ATU 192,\" Brown said to the crowd. \"We thank you because, ATU, you had our back in February, our students' backs in Oakland. You supported us during our strike ... and we're here to return the favor.\"\u003c/p>\n\u003cfigure id=\"attachment_11787082\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787082\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-800x600.jpg\" alt='President of Oakland Education Association Keith Brown speaking into a megaphone in front of rallygoers holding signs that say \"Fight for a better workstation,\" \"When we fight, we win,\" and \"AC Transit! Workers & riders roll together.\" The rally was hosted by ATU Local 192 at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3699-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">President of Oakland Education Association Keith Brown speaking at a rally by ATU Local 192 held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The union representing BART workers, \u003ca href=\"http://atu1555.org/\" target=\"_blank\" rel=\"noopener noreferrer\">ATU Local 1555\u003c/a>, said they'd support their AC Transit colleagues and walk alongside them at the picket lines should the latter decide to strike.\u003c/p>\n\u003cp>BART union president Gena L. Alexander said transit workers worry about safety on the job because they encounter people with mental disabilities or people who are experiencing homelessness or drug addiction.\u003c/p>\n\u003cp>They also have to deal with passengers who take public transportation to work every day and who may be under an extenuating amount of pressure thereby taking their frustrations out on the workers, Alexander added.\u003c/p>\n\u003cp>\"You're running late, but you were late when you left home. Now your ticket doesn't work. And now you're mad at the agent because they have to fix your ticket or tell you the bad news that you don't have enough money,\" she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>To some, the fight is larger than local. \"We know that when we fight locally that gives the rest of this country the energy and the willingness to continue to fight,\" said Jovanka Beckles from \u003ca href=\"https://teamsters856.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Teamsters 856\u003c/a>, a union representing workers from over 150 different employers in both the public and private sector.\u003c/p>\n\u003cp>Other unions in attendance included \u003ca href=\"https://newhaventa.org/\" target=\"_blank\" rel=\"noopener noreferrer\">New Haven Teachers Association\u003c/a> representing educators from Union City, \u003ca href=\"https://www.unitehere2850.org/\" target=\"_blank\" rel=\"noopener noreferrer\">Unite HERE 2850\u003c/a> representing hotel and restaurant employees, \u003ca href=\"https://www.seiu-uhw.org/\" target=\"_blank\" rel=\"noopener noreferrer\">SEIU United Healthcare Workers West\u003c/a> representing healthcare workers, \u003ca href=\"https://www.seiu1021.org/\" target=\"_blank\" rel=\"noopener noreferrer\">SEIU 1021\u003c/a> representing city and county employees, and \u003ca href=\"https://www.ibew595.org/\" target=\"_blank\" rel=\"noopener noreferrer\">IBEW Local 595\u003c/a> representing electrical workers.\u003c/p>\n\u003cp>The rally ended with attendees breaking into small groups and heading out to share information with others and local businesses. Rallygoers were tasked with poster and flyer canvassing at different BART stations.\u003c/p>\n\u003cfigure id=\"attachment_11787111\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11787111\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-800x600.jpg\" alt='John Murray worked as a Muni bus driver for 30 years before he retired. Liz Kimura worked as a mechanic for BART for 20 years before she retired. Both are holding up signs that read \"AC Transit! Workers & riders roll together\". Kimura is also wearing a homemade poster sign that says \"The Working Class has POWER! We need unity & organization to use it!\" They attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, November 16, 2019.' width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/11/IMG_3733-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">John Murray worked as a Muni bus driver for 30 years before he retired. Liz Kimura worked as a mechanic for BART for 20 years before she retired. They attended a rally hosted by ATU Local 192 which was held at Fruitvale BART station in Oakland on Saturday, Nov. 16, 2019. \u003ccite>(Julie Chang/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>AC Transit spokesperson Robert Lyles said the agency remains at the negotiating table, that they are unaware of any impasse in contract negotiations and that he will not get into details because negotiations are ongoing.\u003c/p>\n\u003cp>Driver compartment shields are \"just one\" of the improvements for bus operators\u003cb> \u003c/b>that have already been adopted by the board of directors, according to Lyles. The company is in the process of testing out two beta model shields and waiting for union approval before moving on to next steps, he said.\u003c/p>\n\u003cp>\"For us, our train operators are safer because we go into a cab and close the door,\" Alexander said, \"AC Transit bus drivers don't have that luxury. They are at the mercy of the public ... like sitting ducks.\"\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": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"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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},
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"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.",
"airtime": "SAT 1pm-2pm, 9pm-10pm",
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