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"headTitle": "Why Doesn’t BART Go More Places? | KQED",
"content": "\u003cp>\u003ca href=\"https://bit.ly/3AlGTIB\">\u003cem>Read a transcript of this episode here.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>UC Berkeley doctoral candidate Ziad Shafi has lived in several parts of the U.S. and in Europe. In Washington, D.C., he was impressed with the metro system, which took him most places he wanted to go. Same thing in many European cities. So, when he moved to the Bay Area and started riding BART, he was a little confused. Look at any BART map and you’ll see lines converging from Contra Costa and Alameda counties on a single corridor through the Transbay Tube across San Francisco and down the Peninsula to San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>“Metros and subways in European cities tend to be spread out, hitting every city corner,” Ziad said. “Why do four of the five BART lines (red, yellow, green, blue) go all the way from West Oakland to Daly City? It seems like a mistake.”\u003c/p>\n\u003cp>Ziad submitted his question to Bay Curious and it won \u003ca href=\"https://www.kqed.org/podcasts/baycurious/\">a voting round\u003c/a>, so a lot of people have been wondering why BART was designed this way.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Of course, what one person sees as a mistake can be another’s very deliberate strategy. And in this case, BART’s route is the product of what public officials, business interests and planners in the 1950s thought a rapid transit system should be. They planned BART as a system with a single main line on its route down to the Peninsula. (Yes, BART was originally envisioned as a system that would also run west through northern and parts of western San Francisco to the Golden Gate Bridge and beyond, but that plan died in 1962 when Marin County officials opted out of the system.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The growing dominance of the automobile — and the massive highway construction that went along with it — lay behind the choice of a main line system whose central mission was to get commuters and shoppers from outlying areas to and from downtown San Francisco and Oakland.\u003c/p>\n\u003cp>A \u003ca href=\"https://s3.documentcloud.org/documents/23314106/redundancy-in-public-transit-1980-adler-chapter-ix.pdf\">1955 status report (PDF)\u003c/a> prepared for the commission overseeing BART planning argued that the only way a regional rapid transit system would persuade drivers to get out of their cars was if service was fast, frequent and comfortable. Patronage would depend on having widely spaced stations, each with a huge parking lot or easy bus access.\u003c/p>\n\u003cp>[aside label=\"More Bay Curious BART Episodes\" link1=\"https://podcasts.apple.com/us/podcast/why-are-bart-trains-so-loud/id1172473406?i=1000392016987&ign-itscg=30200S&ign-itsct=podcast_box,Why Are BART Trains So Loud?\" link2=\"https://podcasts.apple.com/us/podcast/youre-really-really-curious-about-bart/id1172473406?i=1000464113096&ign-itscg=30200S&ign-itsct=podcast_box,You're Really Really Curious About BART\"]Planners contrasted that with what they termed a “neighborhood system,” one that would be within walking distance of most Bay Area homes, and which would require lots of train lines and lots of stops. While that kind of service might be accessible, the frequency of stops and longer waits between trains would mean it was slower — and thus unlikely to woo drivers who were believed to value speed and personal convenience above all.\u003c/p>\n\u003cp>“The foregoing considerations compel in our minds a recommendation for a main line, trunk system, even without taking into account its much lower capital and operating costs as compared to a neighborhood system,” the 1955 memo said.\u003c/p>\n\u003cfigure id=\"attachment_11932714\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932714\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg\" alt=\"A 1970 aerial view of freeway and rapid transit construction in Oakland, California.\" width=\"800\" height=\"997\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1020x1271.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-160x199.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1233x1536.jpg 1233w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1644x2048.jpg 1644w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1920x2392.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of the Grove-Shafter Freeway and Bay Area Rapid Transit MacArthur Station construction on Aug. 29, 1970, in Oakland. \u003ccite>(Russ Reed, from plane flown by Warren Boggess/MediaNews Group-Oakland Tribune via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, one shouldn’t forget that there was — and is — transit that ties into BART on both sides of the bay. In San Francisco, we’re talking about Muni, mostly. And in the East Bay, we’re talking about AC Transit. If you add those network maps to the rather skeletal BART system, transit looks much more robust — though yes, you’re required to jump from one operator to another to get to your destination.\u003c/p>\n\u003cp>There are a couple of important historical notes to touch upon regarding Muni and the possibility of more rapid transit in San Francisco.\u003c/p>\n\u003ch2>San Francisco rejects new subway lines\u003c/h2>\n\u003cp>City officials had started touting the possibility of citywide subway service as far back as the first decade of the 20th century. Those initiatives were moved to the back burner several times — by “no” votes from the electorate, World War II and, later, by the belief that with BART on the way, such a system might be redundant. The last serious attempt to turn that idea into reality came in 1966.\u003c/p>\n\u003cp>Proposition B on the city’s November ballot that year included a $96.5 million bond issue that would help pay for construction of three new rapid transit subways across the city. The new routes — one to the Richmond District, one to the Sunset, one to the San Francisco State neighborhood by way of Twin Peaks — would take advantage of BART’s two-level subway tunnel under Market Street and make it possible to reach downtown in 20 minutes from anywhere along the line.\u003c/p>\n\u003cp>The measure, which would require tax increases, needed a two-thirds vote to pass. It garnered only a 57% “yes” vote. The plan was never revived.\u003c/p>\n\u003cfigure id=\"attachment_11932710\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932710\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png\" alt=\"A 1966 newspaper map showing proposed routes for San Francisco rapid transit.\" width=\"800\" height=\"613\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1020x782.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-160x123.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1536x1177.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png 1730w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map the San Francisco Examiner printed just before the November 1966 vote on a bond issue to fund a Muni rapid transit network in San Francisco. The caption read: “Here’s a look at the overall transit plan showing the six major high-speed subways and bus lines. Routes 1, 4 and 6 would be financed by Proposition B. Passage of Proposition B at the Nov. 8 elections qualify the Muni for federal aid to build No. 2 and No. 2. BART is building No. 5.” \u003ccite>(San Francisco Examiner via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jason Henderson, a San Francisco State University professor of geography who has written extensively on the city’s transportation politics, said in his 2013 book “\u003ca href=\"https://geog.sfsu.edu/publication/street-fight-politics-mobility-san-francisco\">Street Fight\u003c/a>” that the measure failed for a variety of reasons: a distaste for higher taxes and fear that the new subways would spur unwanted dense development. Voters were unconvinced the new transit plan, which would scrap the existing J, K, L, M and N streetcar lines, would be an improvement on Muni’s existing network. Henderson wrote:\u003c/p>\n\u003cblockquote>\u003cp>“Some neighborhood groups were opposed to the proposal because the plan included restructuring of the bus routes so that the buses fed into the rapid transit trunk lines. … Passengers’ actual travel times would be higher with the transfer and restructuring of routes. The transit plan of 1966 discontinued almost all electric trolley bus service, replacing it with a diesel bus fleet. Some neighborhood groups opposed the proposal on these grounds because in San Francisco, with its many hills, diesel buses performed especially poorly and were extremely noisy compared to electric buses.”\u003c/p>\u003c/blockquote>\n\u003cp>But that’s the past. Is a denser, more efficient transit system — the kind our question-asker Ziad talked about — in our future?\u003c/p>\n\u003cp>In an interview with Bay Curious, Henderson said that in order to “decarbonize” rapidly enough to head off the worst effects of climate change, staggering levels of new investment will be necessary to build a regional rail system and interim systems like busways where it might be too expensive or time-consuming to build train lines.\u003c/p>\n\u003cp>“In Northern California, we’re a region that should be tied together by a train system that rivals or exceeds the freeway system we have,” Henderson said. “I think we could spend the next generation building that. And yes, it would cost hundreds of billions of dollars, but that’s what we’ve got to spend to address the climate issue.”\u003c/p>\n\u003ch2>Making current system more efficient\u003c/h2>\n\u003cp>A regional rail system is coming — eventually. BART and other agencies are working on \u003ca href=\"https://link21program.org/en\">Link21\u003c/a>, an effort to refine a plan for a second transbay rail crossing, and building out improved train service for the “megaregion” stretching to Sacramento and the northern San Joaquin Valley.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932707\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor — seen here at Alviso on the south end of San Francisco Bay — is among the partners in the Link21 program to create improved regional rail service. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But like other big transportation projects in our region — \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/san-franciscos-central-subway-opens-for-limited-se\" target=\"_blank\" rel=\"noreferrer noopener\">San Francisco’s Central Subway\u003c/a>, BART’s planned extension through downtown San José to Santa Clara, the planned extension of Caltrain to the Salesforce Transit Center, among others — a second transbay crossing promises to be not only expensive, but very slow in moving from plan to reality. Link21’s estimated date for completion is 2039.\u003c/p>\n\u003cp>Given the urgency of climate change and the role that clean transportation can play in providing a solution, Henderson is one of many people impatient to see progress.\u003c/p>\n\u003cp>“We gotta move fast,” he said. “We’ve got to be scaling up and rolling this stuff out this decade and in the early part of the ’30s if we’re gonna really seriously take on this climate issue. And we need to be inspiring the rest of the country.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://bit.ly/3AlGTIB\">\u003cem>Read a transcript of this episode here.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>UC Berkeley doctoral candidate Ziad Shafi has lived in several parts of the U.S. and in Europe. In Washington, D.C., he was impressed with the metro system, which took him most places he wanted to go. Same thing in many European cities. So, when he moved to the Bay Area and started riding BART, he was a little confused. Look at any BART map and you’ll see lines converging from Contra Costa and Alameda counties on a single corridor through the Transbay Tube across San Francisco and down the Peninsula to San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>“Metros and subways in European cities tend to be spread out, hitting every city corner,” Ziad said. “Why do four of the five BART lines (red, yellow, green, blue) go all the way from West Oakland to Daly City? It seems like a mistake.”\u003c/p>\n\u003cp>Ziad submitted his question to Bay Curious and it won \u003ca href=\"https://www.kqed.org/podcasts/baycurious/\">a voting round\u003c/a>, so a lot of people have been wondering why BART was designed this way.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Of course, what one person sees as a mistake can be another’s very deliberate strategy. And in this case, BART’s route is the product of what public officials, business interests and planners in the 1950s thought a rapid transit system should be. They planned BART as a system with a single main line on its route down to the Peninsula. (Yes, BART was originally envisioned as a system that would also run west through northern and parts of western San Francisco to the Golden Gate Bridge and beyond, but that plan died in 1962 when Marin County officials opted out of the system.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"link1": "https://podcasts.apple.com/us/podcast/why-are-bart-trains-so-loud/id1172473406?i=1000392016987&ign-itscg=30200S&ign-itsct=podcast_box,Why Are BART Trains So Loud?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Planners contrasted that with what they termed a “neighborhood system,” one that would be within walking distance of most Bay Area homes, and which would require lots of train lines and lots of stops. While that kind of service might be accessible, the frequency of stops and longer waits between trains would mean it was slower — and thus unlikely to woo drivers who were believed to value speed and personal convenience above all.\u003c/p>\n\u003cp>“The foregoing considerations compel in our minds a recommendation for a main line, trunk system, even without taking into account its much lower capital and operating costs as compared to a neighborhood system,” the 1955 memo said.\u003c/p>\n\u003cfigure id=\"attachment_11932714\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932714\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg\" alt=\"A 1970 aerial view of freeway and rapid transit construction in Oakland, California.\" width=\"800\" height=\"997\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-800x997.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1020x1271.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-160x199.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1233x1536.jpg 1233w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1644x2048.jpg 1644w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1318535223-1920x2392.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Aerial view of the Grove-Shafter Freeway and Bay Area Rapid Transit MacArthur Station construction on Aug. 29, 1970, in Oakland. \u003ccite>(Russ Reed, from plane flown by Warren Boggess/MediaNews Group-Oakland Tribune via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, one shouldn’t forget that there was — and is — transit that ties into BART on both sides of the bay. In San Francisco, we’re talking about Muni, mostly. And in the East Bay, we’re talking about AC Transit. If you add those network maps to the rather skeletal BART system, transit looks much more robust — though yes, you’re required to jump from one operator to another to get to your destination.\u003c/p>\n\u003cp>There are a couple of important historical notes to touch upon regarding Muni and the possibility of more rapid transit in San Francisco.\u003c/p>\n\u003ch2>San Francisco rejects new subway lines\u003c/h2>\n\u003cp>City officials had started touting the possibility of citywide subway service as far back as the first decade of the 20th century. Those initiatives were moved to the back burner several times — by “no” votes from the electorate, World War II and, later, by the belief that with BART on the way, such a system might be redundant. The last serious attempt to turn that idea into reality came in 1966.\u003c/p>\n\u003cp>Proposition B on the city’s November ballot that year included a $96.5 million bond issue that would help pay for construction of three new rapid transit subways across the city. The new routes — one to the Richmond District, one to the Sunset, one to the San Francisco State neighborhood by way of Twin Peaks — would take advantage of BART’s two-level subway tunnel under Market Street and make it possible to reach downtown in 20 minutes from anywhere along the line.\u003c/p>\n\u003cp>The measure, which would require tax increases, needed a two-thirds vote to pass. It garnered only a 57% “yes” vote. The plan was never revived.\u003c/p>\n\u003cfigure id=\"attachment_11932710\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932710\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png\" alt=\"A 1966 newspaper map showing proposed routes for San Francisco rapid transit.\" width=\"800\" height=\"613\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-800x613.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1020x782.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-160x123.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM-1536x1177.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Screen-Shot-2022-11-17-at-3.35.12-PM.png 1730w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A map the San Francisco Examiner printed just before the November 1966 vote on a bond issue to fund a Muni rapid transit network in San Francisco. The caption read: “Here’s a look at the overall transit plan showing the six major high-speed subways and bus lines. Routes 1, 4 and 6 would be financed by Proposition B. Passage of Proposition B at the Nov. 8 elections qualify the Muni for federal aid to build No. 2 and No. 2. BART is building No. 5.” \u003ccite>(San Francisco Examiner via Newspapers.com)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Jason Henderson, a San Francisco State University professor of geography who has written extensively on the city’s transportation politics, said in his 2013 book “\u003ca href=\"https://geog.sfsu.edu/publication/street-fight-politics-mobility-san-francisco\">Street Fight\u003c/a>” that the measure failed for a variety of reasons: a distaste for higher taxes and fear that the new subways would spur unwanted dense development. Voters were unconvinced the new transit plan, which would scrap the existing J, K, L, M and N streetcar lines, would be an improvement on Muni’s existing network. Henderson wrote:\u003c/p>\n\u003cblockquote>\u003cp>“Some neighborhood groups were opposed to the proposal because the plan included restructuring of the bus routes so that the buses fed into the rapid transit trunk lines. … Passengers’ actual travel times would be higher with the transfer and restructuring of routes. The transit plan of 1966 discontinued almost all electric trolley bus service, replacing it with a diesel bus fleet. Some neighborhood groups opposed the proposal on these grounds because in San Francisco, with its many hills, diesel buses performed especially poorly and were extremely noisy compared to electric buses.”\u003c/p>\u003c/blockquote>\n\u003cp>But that’s the past. Is a denser, more efficient transit system — the kind our question-asker Ziad talked about — in our future?\u003c/p>\n\u003cp>In an interview with Bay Curious, Henderson said that in order to “decarbonize” rapidly enough to head off the worst effects of climate change, staggering levels of new investment will be necessary to build a regional rail system and interim systems like busways where it might be too expensive or time-consuming to build train lines.\u003c/p>\n\u003cp>“In Northern California, we’re a region that should be tied together by a train system that rivals or exceeds the freeway system we have,” Henderson said. “I think we could spend the next generation building that. And yes, it would cost hundreds of billions of dollars, but that’s what we’ve got to spend to address the climate issue.”\u003c/p>\n\u003ch2>Making current system more efficient\u003c/h2>\n\u003cp>A regional rail system is coming — eventually. BART and other agencies are working on \u003ca href=\"https://link21program.org/en\">Link21\u003c/a>, an effort to refine a plan for a second transbay rail crossing, and building out improved train service for the “megaregion” stretching to Sacramento and the northern San Joaquin Valley.\u003c/p>\n\u003cfigure id=\"attachment_11932707\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11932707\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg\" alt=\"A passenger train reflected in a trackside puddle at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-800x533.jpeg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1020x680.jpeg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-160x107.jpeg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1536x1024.jpeg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso-1920x1280.jpeg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/Capitol-Corridor-Alviso.jpeg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Amtrak California’s Capitol Corridor — seen here at Alviso on the south end of San Francisco Bay — is among the partners in the Link21 program to create improved regional rail service. \u003ccite>(Max Camden/Link21-BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But like other big transportation projects in our region — \u003ca href=\"https://omny.fm/shows/kqed-segmented-audio/san-franciscos-central-subway-opens-for-limited-se\" target=\"_blank\" rel=\"noreferrer noopener\">San Francisco’s Central Subway\u003c/a>, BART’s planned extension through downtown San José to Santa Clara, the planned extension of Caltrain to the Salesforce Transit Center, among others — a second transbay crossing promises to be not only expensive, but very slow in moving from plan to reality. Link21’s estimated date for completion is 2039.\u003c/p>\n\u003cp>Given the urgency of climate change and the role that clean transportation can play in providing a solution, Henderson is one of many people impatient to see progress.\u003c/p>\n\u003cp>“We gotta move fast,” he said. “We’ve got to be scaling up and rolling this stuff out this decade and in the early part of the ’30s if we’re gonna really seriously take on this climate issue. And we need to be inspiring the rest of the country.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks?",
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"headTitle": "BART’s Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
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"content": "\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1552835835069755393\u003c/p>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"title": "BART's Mask Mandate Reinstated — Which Other Bay Area Transit Agencies Still Require Masks? | KQED",
"description": "Now that the federal travel mask mandate has been removed, what's your local Bay Area transit agency enforcing? From BART to Muni and Caltrain, check our list.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Stay up to date on the latest developments on mask mandates in the Bay Area with our daily newsletter. \u003ca href=\"https://www.kqed.org/newsletters\">Sign up for the News Daily here.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>Updated 2:45 p.m. Friday, July 29\u003c/em>\u003c/p>\n\u003cp>The BART board of directors approved a resolution Thursday night reinstating a mask requirement on the transit system effective immediately.\u003c/p>\n\u003cp>After a federal judge in Florida struck down an order from the Centers for Disease Control and Prevention requiring masks on public transit nationwide, BART broke ranks with most other operators in late April and adopted its own mask mandate. The agency allowed that requirement, which was incorporated into its customer code of conduct, to lapse on July 18.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Skip to: \u003ca href=\"#maskmandate\">What your local Bay Area transit agency says about masks\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Board member Bevan Dufty proposed renewing the mandate because of the highly contagious nature of the currently dominant coronavirus variant.\u003c/p>\n\u003cp>“I think COVID is at its most transmissible right now, and I think our responsibility is to stay the course and to ensure our riders, many of whom are immunocompromised, are safe and feel welcome in our system,” Dufty said.\u003c/p>\n\u003cp>Pushback came from board members Robert Raburn of Oakland and Debora Allen of Clayton. Raburn argued that mask mandates are not supported by current guidance from health authorities. Allen questioned the wisdom and effectiveness of having BART police enforce a mandate.\u003c/p>\n\u003cp>After hearing public comment, the board agreed to reinstate the mask requirement through Oct. 1 by a vote of 7-2. The board will consider extending the mandate further at its Sept. 22 meeting.\u003c/p>\n\u003cp>AC Transit is the only other major Bay Area transit agency currently requiring riders to wear masks.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003ch2>\u003cstrong>Masks on transit: How we got here\u003c/strong>\u003c/h2>\n\u003cp>Federal agencies imposed a mask mandate for passengers on most modes of transportation at the outset of the pandemic. And following guidance from the U.S. Centers for Disease Control and Prevention (CDC), the Transportation Security Administration (TSA) extended nationwide mask requirements on planes, buses, trains and ferries through May 3, 2022.\u003c/p>\n\u003cp>But on April 18, a federal judge in Florida \u003ca href=\"https://www.kqed.org/news/11911526/tsa-will-no-longer-enforce-travel-mask-mandate-after-federal-judge-strikes-it-down\">struck down the CDC mask mandate\u003c/a>. A few hours later, the TSA announced it would no longer enforce mask rules inside airports and airplanes and on public transportation.\u003c/p>\n\u003cp>This ruling meant private and public transportation agencies could drop their own mask mandates.\u003c/p>\n\u003cp>Most major airlines, along with the San Francisco, Oakland and San Jose international airports, now have made masks optional. Rideshare giants \u003ca href=\"https://www.uber.com/us/en/safety/\">Uber\u003c/a> and \u003ca href=\"https://www.lyft.com/blog/posts/update-to-lyfts-health-safety-guidelines\">Lyft\u003c/a> also have dropped their masking requirements for passengers and drivers. And private bus companies, like \u003ca href=\"https://twitter.com/FlixBus_USA/status/1516446461671714820\">FlixBus\u003c/a> and \u003ca href=\"https://twitter.com/megabus/status/1516415898168532992\">Megabus\u003c/a>, have followed suit.\u003c/p>\n\u003ch2>BART and AC Transit are the only Bay Area public transit agencies that currently require face masks\u003c/h2>\n\u003cp>Several Bay Area transit agencies — including Caltrain and Muni — initially retained their mask rules after the TSA announcement.\u003c/p>\n\u003cp>But on April 20, the California Department of Public Health (CDPH) announced that \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">the state’s mask requirements for public transit — and transportation hubs, like stations — also \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">were \u003c/a>\u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\"> terminated\u003c/a> “effective immediately.” The statement nonetheless still “strongly” recommended that California residents keep wearing their masks in these settings.\u003c/p>\n\u003cp>\u003ca href=\"#maskmandate\">Every Bay Area public transit agency subsequently dropped their mask requirements\u003c/a> for riders following the state’s announcement. However, AC Transit, which operates in both Alameda and Contra Costa counties, announced June 2 that its passengers would once again be required to wear face masks.\u003c/p>\n\u003cp>Could we see more agencies or regions reintroducing their own mask rules for public transit — regardless of \u003ca href=\"https://www.npr.org/2022/04/20/1093927926/mask-mandate-appeal-doj\">the Justice Department’s own appeal against the original decision by the Florida judge\u003c/a>? Right now, it’s unclear. CDC officials declined to comment on the status of that appeal, and \u003ca href=\"https://apnews.com/article/covid-science-travel-health-business-3b819aa097b4e642a97d39f606924203\">The Associated Press reports that DOJ officials did not immediately respond\u003c/a> to a request for information.\u003c/p>\n\u003cp>On April 22, \u003ca href=\"https://abc7.com/los-angeles-county-masks-mandate-bring-back-face-public-transit/11779646/\">Los Angeles County independently introduced a new health order that once again requires masks\u003c/a> on all public transit within the county. LA County Public Health Director Dr. Barbara Ferrer cited the CDC’s continued guidance that masking on public transit remains a key way of preventing the spread of COVID.\u003c/p>\n\u003cp>In the meantime, remember: Regardless of whether a transit agency has dropped its mask requirement, you can always choose to keep wearing your mask in whichever setting you please. NPR has \u003ca href=\"https://www.npr.org/sections/goatsandsoda/2022/02/25/1083046757/coronavirus-faq-im-a-one-way-masker-what-strategy-will-give-me-optimal-protectio\">tips on figuring out whether wearing a mask when others around you are not (aka “one-way masking”) is the right call\u003c/a>.\u003c/p>\n\u003ch2>\u003ca id=\"maskmandate\">\u003c/a>Face mask requirements of all Bay Area transit agencies\u003c/h2>\n\u003ch2>\u003cstrong>BART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on BART?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>The rapid transit system, which serves five Bay Area counties, now requires riders to wear masks in all its facilities beyond the fare gates. This includes any waiting areas, platforms and trains.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART riders are required to wear face masks when waiting at a station and when riding a train. The rule is set to expire Oct. 1. The BART board of directors will review the mask requirement at a meeting on Sept. 22.\u003c/p>\n\u003ch2>\u003cstrong>Caltrain\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Caltrain?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Caltrain updated riders Wednesday afternoon that it will no longer require face masks on trains. The agency \u003ca href=\"https://twitter.com/Caltrain/status/1516926371573866496\">stated on Twitter that while its mandate has ended\u003c/a>, “guests can and are strongly encouraged to continue wearing them.”\u003c/p>\n\u003ch2>\u003cstrong>AC Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on AC Transit?\u003c/strong> \u003cem>Yes.\u003c/em>\u003c/p>\n\u003cp>AC Transit, which serves both Alameda and Contra Costa counties, brought back its mandate in June. \u003ca href=\"https://www.actransit.org/mask-mandate-policy-restored-june-2022\">Wearing a face mask is required whenever riding an AC Transit bus.\u003c/a>\u003c/p>\n\u003cp>Agency officials stressed that the return of the mandate is due to the recent spike in new COVID-19 cases in Alameda County.\u003c/p>\n\u003cfigure id=\"attachment_11911715\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS41958_008_KQED_PublicTransit_03102020_6529-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Passengers on the F Muni car in San Francisco. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>Muni\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Muni?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which operates Muni, is still “strongly recommending” that people who ride Muni continue to wear a mask. The agency emphasizes what it called “excellent air flow” on its vehicles, noting that “the Muni fleet HVAC systems turn the air over once every minute.”\u003c/p>\n\u003ch2>\u003cstrong>VTA (Santa Clara Valley Transportation Authority)\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on VTA?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>Santa Clara County’s public transit agency is still “strongly recommending” passengers wear masks.\u003c/p>\n\u003ch2>\u003cstrong>SamTrans\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SamTrans?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>San Mateo County’s public transit system says masks are not required but are still “strongly encouraged.”\u003c/p>\n\u003ch2>\u003cstrong>Golden Gate Transit\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Golden Gate Transit?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911716\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS42256_030_KQED_SanFrancisco_Mission_03202020_9678-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/p>\n\u003cp>A bank of BART turnstiles at 24th Street Station.\u003c/p>\n\u003ch2>\u003cstrong>SMART\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on SMART?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003ch2>\u003cstrong>Santa Cruz METRO\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on Santa Cruz METRO?\u003c/strong> \u003cem>No — but this only applies to vaccinated people.\u003c/em>\u003c/p>\n\u003cp>Santa Cruz METRO — which serves both Santa Cruz and Santa Clara counties — announced on Tuesday it will no longer require individuals fully vaccinated for COVID-19 to wear face masks in agency vehicles and transit centers.\u003c/p>\n\u003cp>Unvaccinated passengers are still required to wear face masks on Santa Cruz METRO.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003cstrong>San Francisco Bay Ferry\u003c/strong>\u003c/h2>\n\u003cp>\u003cstrong>Are masks required on the San Francisco Bay Ferry?\u003c/strong> \u003cem>No.\u003c/em>\u003c/p>\n\u003cp>The Bay Area Water Emergency Transportation Authority, which oversees the Bay Ferry network, says masks are still “strongly recommended,” though not required. The agency also urges patrons: “Be kind to fellow ferry passengers whether they choose to wear a mask or not.”\u003c/p>\n\u003cp>\u003cem>This story contains reporting by KQED’s Carly Severn and the Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final.png\">\u003cimg class=\"alignnone size-full wp-image-11911845\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final.png\" alt='Cartoon: a man on a bus or train throws a face mask away while saying \"hooray! Masks are strongly recommended!\" A masked woman and child look on with concern.' width=\"1920\" height=\"1362\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final-800x568.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final-1020x724.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final-160x114.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/hooray_042122_final-1536x1090.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Face masks are \u003ca href=\"https://bit.ly/fioremaskslifted\">no longer required on any Bay Area public transit\u003c/a> — but just because it's optional, you don't have to ditch your mask.\u003c/p>\n\u003cp>The California Department of Public Health still \u003ca href=\"https://www.cdph.ca.gov/Programs/CID/DCDC/Pages/COVID-19/guidance-for-face-coverings.aspx\">\"strongly recommends\" masking on public transit\u003c/a>.\u003c/p>\n\u003cp>I want to lose the face masks just as much as the next person, but we should keep in mind this Grand Mask-Lifting was \u003ca href=\"https://www.kqed.org/news/11911566/politicizing-public-health-decisions-again\">initiated by a judge's ruling, not by public health experts\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"headTitle": "Mark Fiore: Drawn to the Bay | KQED News",
"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\">\u003cimg class=\"alignnone size-full wp-image-11907650\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\" alt='Cartoon: a man fills his huge truck with gas at a gas station, looks over and sees a cyclist zipping by effortlessly. The man says, \"showoff.\"' width=\"1920\" height=\"1302\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-800x543.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1020x692.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1536x1042.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>As the price of a gallon of gas surges in the Bay Area and beyond, bikes and public transit look pretty good right about now.\u003c/p>\n\u003cp>The war in Ukraine has led the price of oil to skyrocket, and after \u003ca href=\"https://www.npr.org/2022/03/08/1085089048/biden-ban-imports-russia-oil\">President Joe Biden announced an embargo on Russian petroleum\u003c/a>, prices rose even further.\u003c/p>\n\u003cp>At his annual State of the State address, \u003ca href=\"https://bit.ly/fioregaspricestaxrebate\">Gov. Gavin Newsom proposed a gas tax rebate\u003c/a> that would reduce some of the financial pain for consumers.\u003c/p>\n\u003cp>Newsom is facing the same conundrum as Biden: make gasoline cheaper while simultaneously fighting climate change.\u003c/p>\n\u003cp>Time to tune up the bike ...\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\">\u003cimg class=\"alignnone size-full wp-image-11907650\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png\" alt='Cartoon: a man fills his huge truck with gas at a gas station, looks over and sees a cyclist zipping by effortlessly. The man says, \"showoff.\"' width=\"1920\" height=\"1302\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-800x543.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1020x692.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/03/gasprices_030922_final-1536x1042.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>As the price of a gallon of gas surges in the Bay Area and beyond, bikes and public transit look pretty good right about now.\u003c/p>\n\u003cp>The war in Ukraine has led the price of oil to skyrocket, and after \u003ca href=\"https://www.npr.org/2022/03/08/1085089048/biden-ban-imports-russia-oil\">President Joe Biden announced an embargo on Russian petroleum\u003c/a>, prices rose even further.\u003c/p>\n\u003cp>At his annual State of the State address, \u003ca href=\"https://bit.ly/fioregaspricestaxrebate\">Gov. Gavin Newsom proposed a gas tax rebate\u003c/a> that would reduce some of the financial pain for consumers.\u003c/p>\n\u003cp>Newsom is facing the same conundrum as Biden: make gasoline cheaper while simultaneously fighting climate change.\u003c/p>\n\u003cp>Time to tune up the bike ...\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches",
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"content": "\u003cp>The United States and China — the world’s top two greenhouse gas-emitting countries, which together account for about 40% of the world’s annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise “well below” 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\n\u003cp>https://twitter.com/PacSurfliners/status/1438320674506821632\u003c/p>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>“The coastline is a super-dynamic place naturally,” he said. “It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.”\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak’s Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>“It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,” he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where “there really is no beach left.”\u003c/p>\n\u003cp>[aside postID=\"science_1973805\" hero=\"https://ww2.kqed.org/app/uploads/sites/35/2021/04/RS48686_EPA_image_selects_fullsize-3-qut.jpg\"]Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>“Beach erosion, cliff retreat is not a gradual process, it’s episodic,” he said. “So when someone says that’s long in the future, far in the future, it may be, or it may not be.”\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The United States and China — the world’s top two greenhouse gas-emitting countries, which together account for about 40% of the world’s annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise “well below” 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>“The coastline is a super-dynamic place naturally,” he said. “It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.”\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak’s Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>“It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,” he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where “there really is no beach left.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>“Beach erosion, cliff retreat is not a gradual process, it’s episodic,” he said. “So when someone says that’s long in the future, far in the future, it may be, or it may not be.”\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\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>[pullquote align=\"right\" size=\"medium\" citation=\"Michael Pimentel, California Transit Association\"]‘In the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service.’[/pullquote]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>[aside postID=\"news_11895470\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/bay-bridge-concerns.jpg\"]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>[aside label ='Related Coverage' tag='public-transit']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[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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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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"disqusTitle": "BART Board OKs Policy Requiring Workers to Get COVID Shots by Mid-December",
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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>\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>\u003c/p>\u003c/div>",
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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>\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>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\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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"disqusTitle": "SF Transportation Agency Faces Huge Layoff as COVID-19 Fiscal Crisis Deepens",
"title": "SF Transportation Agency Faces Huge Layoff as COVID-19 Fiscal Crisis Deepens",
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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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"description": "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.",
"title": "SF Transportation Agency Faces Huge Layoff as COVID-19 Fiscal Crisis Deepens | KQED",
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"headline": "SF Transportation Agency Faces Huge Layoff as COVID-19 Fiscal Crisis Deepens",
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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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"title": "Caltrain's 'Lifeline' Sales Tax Appears to Be on Track for Approval",
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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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"tagline": "Where conversation and cultura meet",
"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.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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"radiolab": {
"id": "radiolab",
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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},
"rightnowish": {
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"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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},
"science-friday": {
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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},
"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
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