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He is in the hospital for a mental health issue, the San Francisco Standard \u003ca href=\"https://sfstandard.com/2024/07/08/trevor-belmont-bart-murder-suspect-mental-illness/\">reported\u003c/a>.\u003c/p>\n\u003cp>Trevor Belmont, 49, faces charges of murder and elder abuse in connection with the alleged attack on a 74-year-old woman waiting at the Powell Street Station late on July 1. Around 11 p.m., Belmont reportedly pushed the victim, San Mateo County resident Corazon Dandan, into the path of a southbound train, causing her to hit her head and fall onto the platform.\u003c/p>\n\u003cp>BART Police officers and paramedics administered aid before Dandan was transferred to San Francisco General Hospital, where she was later pronounced dead as a result of her injuries, including severe head wounds.\u003c/p>\n\u003cp>Belmont, who is also known as Hoak Taing, was arrested on the platform following the event, BART Police said in a statement. He was booked on the morning of July 2 and is currently in custody at the San Francisco General Hospital, according to SF sheriff’s office records.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The criminal complaint filed by the district attorney’s office alleges that Belmont inflicted great bodily harm on the “vulnerable” victim and intentionally killed her while lying in wait. He has previously been charged in multiple criminal cases in San Francisco dating back to 2007, according to San Francisco Superior Court data.\u003c/p>\n\u003cp>Belmont’s arraignment was originally scheduled for Friday afternoon but was continued to Monday morning, and again to Tuesday morning, after he did not appear. Angela Chan, a spokesperson for the public defender’s office, said in a statement to KQED that it isn’t likely he will appear in court tomorrow, either.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Mr. Belmont is in the hospital. It doesn’t appear he will be well enough to go to court tomorrow,” she said via email.\u003c/p>\n\n","blocks":[],"excerpt":"The man accused of pushing a 74-year-old woman into a BART train in San Francisco, killing her, likely won’t be well enough to go to court again Tuesday, the public defender’s office said.\r\n","status":"publish","parent":0,"modified":1720548526,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":10,"wordCount":374},"headData":{"title":"Suspect in BART Killing Is in Hospital, Misses Court Appearance | KQED","description":"The man accused of pushing a 74-year-old woman into a BART train in San Francisco, killing her, likely won’t be well enough to go to court again Tuesday, the public defender’s office said.\r\n","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Suspect in BART Killing Is in Hospital, Misses Court Appearance","datePublished":"2024-07-08T16:30:28-07:00","dateModified":"2024-07-09T11:08:46-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprStoryId":"kqed-11993189","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The man accused of killing a woman by pushing her into a BART train last week did not appear at his arraignment Monday morning because he was in the hospital, according to the San Francisco public defender’s office.\u003c/p>\n\u003cp>The arraignment is set to continue Tuesday, but a spokesperson for the public defender’s office said Monday that he likely won’t be well enough to go to court. He is in the hospital for a mental health issue, the San Francisco Standard \u003ca href=\"https://sfstandard.com/2024/07/08/trevor-belmont-bart-murder-suspect-mental-illness/\">reported\u003c/a>.\u003c/p>\n\u003cp>Trevor Belmont, 49, faces charges of murder and elder abuse in connection with the alleged attack on a 74-year-old woman waiting at the Powell Street Station late on July 1. Around 11 p.m., Belmont reportedly pushed the victim, San Mateo County resident Corazon Dandan, into the path of a southbound train, causing her to hit her head and fall onto the platform.\u003c/p>\n\u003cp>BART Police officers and paramedics administered aid before Dandan was transferred to San Francisco General Hospital, where she was later pronounced dead as a result of her injuries, including severe head wounds.\u003c/p>\n\u003cp>Belmont, who is also known as Hoak Taing, was arrested on the platform following the event, BART Police said in a statement. He was booked on the morning of July 2 and is currently in custody at the San Francisco General Hospital, according to SF sheriff’s office records.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The criminal complaint filed by the district attorney’s office alleges that Belmont inflicted great bodily harm on the “vulnerable” victim and intentionally killed her while lying in wait. He has previously been charged in multiple criminal cases in San Francisco dating back to 2007, according to San Francisco Superior Court data.\u003c/p>\n\u003cp>Belmont’s arraignment was originally scheduled for Friday afternoon but was continued to Monday morning, and again to Tuesday morning, after he did not appear. Angela Chan, a spokesperson for the public defender’s office, said in a statement to KQED that it isn’t likely he will appear in court tomorrow, either.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Mr. Belmont is in the hospital. It doesn’t appear he will be well enough to go to court tomorrow,” she said via email.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance","authors":["11913"],"categories":["news_34167","news_28250","news_8","news_1397"],"tags":["news_269","news_559","news_1973"],"featImg":"news_11993195","label":"news"},"news_11992041":{"type":"posts","id":"news_11992041","meta":{"index":"posts_1716263798","site":"news","id":"11992041","score":null,"sort":[1719434476000]},"guestAuthors":[],"slug":"barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency","title":"BART's Latest Service Meltdown Comes at a Tricky Time for Transit Agency","publishDate":1719434476,"format":"standard","headTitle":"BART’s Latest Service Meltdown Comes at a Tricky Time for Transit Agency | KQED","labelTerm":{"site":"news"},"content":"\u003cp>For the second time in less than 72 hours, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> suffered a service meltdown on Wednesday morning due to problems along its tracks near downtown Oakland.\u003c/p>\n\u003cp>A rail maintenance vehicle derailed near Oakland’s 19th Street station around 3:30 a.m., about an hour and a half before the day’s first trains were scheduled to run through the area, the agency said.\u003c/p>\n\u003cp>The lengthy process of getting the maintenance vehicle back on the rails prompted BART to cancel service on its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\n\u003cp>https://twitter.com/SFBARTalert/status/1805045211275673729\u003c/p>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"BART’s Red Line service was shut down after a maintenance vehicle derailed in Oakland, which is the latest headache for a transit agency facing a fiscal crisis.","status":"publish","parent":0,"modified":1719440854,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":20,"wordCount":783},"headData":{"title":"BART's Latest Service Meltdown Comes at a Tricky Time for Transit Agency | KQED","description":"BART’s Red Line service was shut down after a maintenance vehicle derailed in Oakland, which is the latest headache for a transit agency facing a fiscal crisis.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"BART's Latest Service Meltdown Comes at a Tricky Time for Transit Agency","datePublished":"2024-06-26T13:41:16-07:00","dateModified":"2024-06-26T15:27:34-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprStoryId":"kqed-11992041","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>For the second time in less than 72 hours, \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> suffered a service meltdown on Wednesday morning due to problems along its tracks near downtown Oakland.\u003c/p>\n\u003cp>A rail maintenance vehicle derailed near Oakland’s 19th Street station around 3:30 a.m., about an hour and a half before the day’s first trains were scheduled to run through the area, the agency said.\u003c/p>\n\u003cp>The lengthy process of getting the maintenance vehicle back on the rails prompted BART to cancel service on its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other service impacts included:\u003c/p>\n\u003cul>\n\u003cli>Passengers from the six East Bay stations the Red Line serves exclusively — Richmond, El Cerrito del Norte, El Cerrito Plaza, North Berkeley, Downtown Berkeley and Ashby — were advised to get on Orange Line/Berryessa trains and transfer to Yellow Line trains for the trip across the bay.\u003c/li>\n\u003cli>Riders needing to get to Millbrae, where they can make a direct connection to Caltrain, were told to transfer to a shuttle at SFO.\u003c/li>\n\u003cli>Trains on the southbound Orange Line running to Berryessa\u003cbr>\nstation in northeast San José were forced to detour from 12th Street in downtown Oakland to West Oakland before then turning around to continue to Lake Merritt.\u003c/li>\n\u003c/ul>\n\u003cp>BART offered no estimate of when normal service would resume.\u003c/p>\n\u003cp>Wednesday’s problems follow a major disruption on Sunday afternoon that started around 2:30 p.m. when a train suffered an equipment problem and stopped between Lake Merritt and West Oakland.\u003c/p>\n\u003cp>“The train wouldn’t move, so we coupled it with another train and towed it out of the way,” Alicia Trost, BART’s chief communications officer, said in an email.\u003c/p>\n\u003cp>But the delays weren’t over. Shortly afterward, Trost said, a rail defect was found at an interlocking — a switch point where trains can cross over from one set of tracks to another — outside West Oakland station.\u003c/p>\n\u003cp>Crews repaired that problem. Then, yet another train suffered an equipment issue, this time while traveling through the Transbay Tube.\u003c/p>\n\u003cp>Via social media, BART reported major delays for more than four hours into early Sunday evening and was forced to halt direct trains between Berryessa and San Francisco and limit service between Dublin/Pleasanton and the city.\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1805045211275673729"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The latest disruptions come at an especially sensitive time for BART, which is joining with other transit operators in a campaign to craft a 2026 tax measure that would help the agencies head off a fiscal catastrophe resulting from fare revenue lost in the wake of the COVID-19 pandemic.\u003c/p>\n\u003cp>Facing annual deficits of more than $350 million a year starting in July 2026, BART has said it would consider cutting some lines, reducing service hours and closing some stations if it doesn’t identify new sources of revenue.\u003c/p>\n\u003cp>In an email last week to a new Metropolitan Transportation Commission committee charged with crafting the tax proposal, BART General Manager Bob Powers highlighted the ambitious program of service improvements the agency has undertaken in response to long-standing rider complaints about service reliability, crime, cleanliness, fare evasion and the growing presence of people on the system suffering various modes of crisis.\u003c/p>\n\u003cp>Those improvements are partly driven by demands from state lawmakers, who agreed to approve emergency operating funds for BART and other agencies on the condition they address concerns about their service.\u003c/p>\n\u003cp>BART’s efforts have included increasing police presence, hiring crisis intervention specialists, rolling out new fare gates, a focused effort to keep trains and stations clean, a customer-friendly night and weekend schedule and operating all of its service with its new generation of train cars. The agency has even hired attendants at its busiest stations to ensure clean restrooms are available for customers.\u003c/p>\n\u003cp>But those efforts don’t appear to be luring customers back to the system, largely because of the continuing pandemic-driven shift in work habits. BART ridership has returned to just 43% of its 2019 level, and that growth has slowed dramatically in the past year.\u003c/p>\n\u003cp>In a Monday afternoon meeting of transportation agency executives, Powers warned that without a workable tax measure, BART would be forced to consider service reductions that would be felt throughout the region.\u003c/p>\n\u003cp>“I’m well on the way to do a Plan B and a Plan C,” Powers said. “… Nobody’s going to like my Plan B. … It’s going to impact every single person around this table one way or the other. And my Plan C is going to be catastrophic for many people around this table.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11992041/barts-latest-service-meltdown-comes-at-a-tricky-time-for-transit-agency","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_269","news_5226","news_33084","news_34054","news_1764","news_20517"],"featImg":"news_11992098","label":"news"},"news_11990508":{"type":"posts","id":"news_11990508","meta":{"index":"posts_1716263798","site":"news","id":"11990508","score":null,"sort":[1718404258000]},"guestAuthors":[],"slug":"vta-breaks-ground-on-12-7-billion-bart-extension-through-south-bay","title":"VTA Breaks Ground on $12.7 Billion BART Extension Through South Bay","publishDate":1718404258,"format":"standard","headTitle":"VTA Breaks Ground on $12.7 Billion BART Extension Through South Bay | KQED","labelTerm":{"site":"news"},"content":"\u003cp>The journey of a thousand miles begins with a single step, the old saying goes.\u003c/p>\n\u003cp>And on Friday, the first scoop of dirt was taken out of the ground in what has been a decadeslong journey of planning and fundraising to run six new miles of BART track through the South Bay.\u003c/p>\n\u003cp>Santa Clara Valley Transportation Authority, known as VTA, held a groundbreaking on Friday to celebrate the beginning of heavy construction work on its BART Silicon Valley Phase II project.\u003c/p>\n\u003cp>“The project is a critical step in fulfilling the longstanding vision of ringing the Bay with high-quality, green-transit passenger rail,” Carolyn Gonot, VTA’s general manager, said.\u003c/p>\n\u003cfigure id=\"attachment_11990511\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990511\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">VTA General Manager Carolyn Gonot speaks during the agency’s BART Silicon Valley Phase II project groundbreaking event on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The $12.7 billion undertaking will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon and Santa Clara.\u003c/p>\n\u003cp>“This project is more than a transit expansion. It’s a catalyst for sustainable urban development and promoting affordable housing and equitable access to education, to health care, to jobs, to opportunities and strengthening neighborhoods for generations to come,” Gonot said.\u003c/p>\n\u003cp>South Bay officials at the groundbreaking emphasized how big transportation projects require collective efforts and steadfast commitment to a vision over many years to complete.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San José Mayor Matt Mahan said people are still benefiting from services like Caltrain today due to forward-looking investments made in the past. He noted he used the rail line to commute to run his former business in San Francisco while living in San José and a bus line in his youth to traverse Highway 17.\u003c/p>\n\u003cp>“Transit changed my life. It allowed me to get where I needed to go again and again, and it was a gift from past generations,” Mahan said. “We need to give that same gift to the next generation, and the one after that, and the one after that. Because transit connectivity creates opportunity.”\u003c/p>\n\u003cfigure id=\"attachment_11990510\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990510\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan said transit projects take collective effort and vision to complete during a groundbreaking event for VTA’s BART Silicon Valley Phase II project in Santa Clara on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project has faced significant timeline delays and massive cost increases long before any of the golden-colored shovels wielded by politicians and project leaders hit the ground on Friday in the hot sun.\u003c/p>\n\u003cp>An original VTA estimate in 2014 put the project cost at $4.7 billion, hoping to open the new stations to riders by 2026, which is more than two-and-a-half times cheaper than the current estimate and about 11 years sooner.\u003c/p>\n\u003cp>Between 2020 and 2021, the cost increased to $6.9 billion, then to $9.1 billion, in part due to evaluations from federal officials overseeing the project. VTA later revised its own estimate to $12.2 billion in October 2023, and another federal estimate earlier this year pegged the current cost and timeline, which VTA has not refuted.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11989983,news_11988365,news_11986396\"]But local and regional leaders have largely held firm in calling for the project to push ahead, despite the hurdles and fumbles.\u003c/p>\n\u003cp>“We can’t imagine what our valley will look like in 50 or 100 years, but we can be confident that connecting rail around the Bay and helping millions of people access the heart of Silicon Valley, where most of the region’s growth is expected to happen in the coming decades, is going to create opportunity for so many,” Mahan said.\u003c/p>\n\u003cp>In addition to a new BART station, the site of the groundbreaking in Santa Clara near the border of San José is where a huge hole will be dug to eventually allow a $76 million tunnel boring machine being assembled in Germany to be dropped into the ground.\u003c/p>\n\u003cp>Once in place, it will begin eating away at millions of cubic yards of dirt to make way for the largely underground extension. The muck removed from the tunneling effort and digging for other station construction is set to be used to help benefit tidal marsh restoration efforts in the bay.\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez said that breaking ground on projects such as the BART extension and the recent start of construction of an elevated light rail extension through a heavily trafficked part of East San José shows a commitment to advancement.\u003c/p>\n\u003cfigure id=\"attachment_11990512\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990512\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara County Supervisor and VTA Board Chair Cindy Chavez thanks VTA General Manager Carolyn Gonot (right) for her efforts to guide the agency’s BART Silicon Valley Phase II project on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We deserve world-class transportation in one of the most important economic hubs in the world,” Chavez said.\u003c/p>\n\u003cp>“It is a recognition of not just the importance of this community, but a recognition that we in this region are not stopping, we’re going to keep growing,” she said. “We’re not slowing down. We’re going to continue to be the center of innovation.”\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Transit leaders and regional officials celebrated the groundbreaking of the new 6-mile BART extension through Silicon Valley on Friday, and emphasized the need to remain committed to major projects to benefit the region in the long run. ","status":"publish","parent":0,"modified":1719447576,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":21,"wordCount":897},"headData":{"title":"VTA Breaks Ground on $12.7 Billion BART Extension Through South Bay | KQED","description":"Transit leaders and regional officials celebrated the groundbreaking of the new 6-mile BART extension through Silicon Valley on Friday, and emphasized the need to remain committed to major projects to benefit the region in the long run. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"VTA Breaks Ground on $12.7 Billion BART Extension Through South Bay","datePublished":"2024-06-14T15:30:58-07:00","dateModified":"2024-06-26T17:19:36-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprStoryId":"kqed-11990508","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11990508/vta-breaks-ground-on-12-7-billion-bart-extension-through-south-bay","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The journey of a thousand miles begins with a single step, the old saying goes.\u003c/p>\n\u003cp>And on Friday, the first scoop of dirt was taken out of the ground in what has been a decadeslong journey of planning and fundraising to run six new miles of BART track through the South Bay.\u003c/p>\n\u003cp>Santa Clara Valley Transportation Authority, known as VTA, held a groundbreaking on Friday to celebrate the beginning of heavy construction work on its BART Silicon Valley Phase II project.\u003c/p>\n\u003cp>“The project is a critical step in fulfilling the longstanding vision of ringing the Bay with high-quality, green-transit passenger rail,” Carolyn Gonot, VTA’s general manager, said.\u003c/p>\n\u003cfigure id=\"attachment_11990511\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990511\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-09_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">VTA General Manager Carolyn Gonot speaks during the agency’s BART Silicon Valley Phase II project groundbreaking event on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The $12.7 billion undertaking will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon and Santa Clara.\u003c/p>\n\u003cp>“This project is more than a transit expansion. It’s a catalyst for sustainable urban development and promoting affordable housing and equitable access to education, to health care, to jobs, to opportunities and strengthening neighborhoods for generations to come,” Gonot said.\u003c/p>\n\u003cp>South Bay officials at the groundbreaking emphasized how big transportation projects require collective efforts and steadfast commitment to a vision over many years to complete.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San José Mayor Matt Mahan said people are still benefiting from services like Caltrain today due to forward-looking investments made in the past. He noted he used the rail line to commute to run his former business in San Francisco while living in San José and a bus line in his youth to traverse Highway 17.\u003c/p>\n\u003cp>“Transit changed my life. It allowed me to get where I needed to go again and again, and it was a gift from past generations,” Mahan said. “We need to give that same gift to the next generation, and the one after that, and the one after that. Because transit connectivity creates opportunity.”\u003c/p>\n\u003cfigure id=\"attachment_11990510\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990510\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-11_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San José Mayor Matt Mahan said transit projects take collective effort and vision to complete during a groundbreaking event for VTA’s BART Silicon Valley Phase II project in Santa Clara on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project has faced significant timeline delays and massive cost increases long before any of the golden-colored shovels wielded by politicians and project leaders hit the ground on Friday in the hot sun.\u003c/p>\n\u003cp>An original VTA estimate in 2014 put the project cost at $4.7 billion, hoping to open the new stations to riders by 2026, which is more than two-and-a-half times cheaper than the current estimate and about 11 years sooner.\u003c/p>\n\u003cp>Between 2020 and 2021, the cost increased to $6.9 billion, then to $9.1 billion, in part due to evaluations from federal officials overseeing the project. VTA later revised its own estimate to $12.2 billion in October 2023, and another federal estimate earlier this year pegged the current cost and timeline, which VTA has not refuted.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11989983,news_11988365,news_11986396"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But local and regional leaders have largely held firm in calling for the project to push ahead, despite the hurdles and fumbles.\u003c/p>\n\u003cp>“We can’t imagine what our valley will look like in 50 or 100 years, but we can be confident that connecting rail around the Bay and helping millions of people access the heart of Silicon Valley, where most of the region’s growth is expected to happen in the coming decades, is going to create opportunity for so many,” Mahan said.\u003c/p>\n\u003cp>In addition to a new BART station, the site of the groundbreaking in Santa Clara near the border of San José is where a huge hole will be dug to eventually allow a $76 million tunnel boring machine being assembled in Germany to be dropped into the ground.\u003c/p>\n\u003cp>Once in place, it will begin eating away at millions of cubic yards of dirt to make way for the largely underground extension. The muck removed from the tunneling effort and digging for other station construction is set to be used to help benefit tidal marsh restoration efforts in the bay.\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez said that breaking ground on projects such as the BART extension and the recent start of construction of an elevated light rail extension through a heavily trafficked part of East San José shows a commitment to advancement.\u003c/p>\n\u003cfigure id=\"attachment_11990512\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11990512\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara County Supervisor and VTA Board Chair Cindy Chavez thanks VTA General Manager Carolyn Gonot (right) for her efforts to guide the agency’s BART Silicon Valley Phase II project on Friday. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We deserve world-class transportation in one of the most important economic hubs in the world,” Chavez said.\u003c/p>\n\u003cp>“It is a recognition of not just the importance of this community, but a recognition that we in this region are not stopping, we’re going to keep growing,” she said. “We’re not slowing down. We’re going to continue to be the center of innovation.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11990508/vta-breaks-ground-on-12-7-billion-bart-extension-through-south-bay","authors":["11906"],"categories":["news_8","news_34166","news_1397"],"tags":["news_269","news_31197","news_18541","news_1749","news_353","news_21285","news_20675"],"featImg":"news_11990515","label":"news"},"news_11988365":{"type":"posts","id":"news_11988365","meta":{"index":"posts_1716263798","site":"news","id":"11988365","score":null,"sort":[1717163461000]},"guestAuthors":[],"slug":"a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now","title":"A Bill to Save Bay Area Transit From Fiscal Disaster Is Dead, at Least for Now","publishDate":1717163461,"format":"standard","headTitle":"A Bill to Save Bay Area Transit From Fiscal Disaster Is Dead, at Least for Now | KQED","labelTerm":{"site":"news"},"content":"\u003cp>\u003cstrong>\u003cem>Updated 11:55 a.m. Friday\u003c/em>\u003c/strong>\u003c/p>\n\u003cp>An ambitious proposal for a regional tax seen as crucial to the long-term survival of Bay Area public transit agencies is dead, the casualty of a dispute over the scope of the measure and who would control the billions of dollars it would raise.\u003c/p>\n\u003cp>State Sens. Scott Wiener of San Francisco and Aisha Wahab of Hayward, the Democratic co-authors of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, announced late Thursday they were pulling the bill from further consideration this year in the face of growing opposition across the region.\u003c/p>\n\u003cp>“We worked very hard over the course of this year to try to build consensus within the region around this measure,” Wiener said in an interview. “It became clear that we didn’t have enough time to get that done this year. There are times when you have to take a deep breath, hit the reset button and start over again.”\u003c/p>\n\u003cp>Wahab issued a statement saying the needs the bill addressed, including efficiency, agency consolidation and improved governance, are still urgent. “Riders deserve that, and stakeholders need to prioritize these efforts to save public transit,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The legislation, dubbed the Connect Bay Area Act, would authorize a November 2026 vote on a multicounty tax measure to raise as much as $1.5 billion a year to help pay for train, bus and ferry operations and for initiatives to help better integrate the 27 agencies that deliver those services. The bill would also pay for some street and highway work.\u003c/p>\n\u003cp>Wiener said he remains committed to crafting a plan that will allow transit agencies to head off major deficits and deep service cuts and promised to bring a new measure to the Legislature early next year. Work on a new proposal will begin immediately, he said.\u003c/p>\n\u003cp>“My hope — I can’t guarantee it — but my hope is that by late 2024 we’ll at least have a structure in place so we can be optimistic about 2025 and give the (transit) operators that same optimism” that financial help is on the way, Wiener said.\u003c/p>\n\u003cp>The bill has been seen as crucial to ensuring that BART, Muni, AC Transit, Caltrain and other agencies aren’t forced to slash service because of catastrophic deficits they’re facing in the next few years. The shortfalls are due mostly to the loss of ridership and fare revenue thanks to the pandemic and continuing shifts in work and commute patterns.\u003c/p>\n\u003cp>The legislation was also seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies and requiring large employers to subsidize all-you-can-ride transit passes for their workers.[aside postID=\"news_11985190,news_11985965\" label=\"Related Stories\"]\u003c/p>\n\u003cp>But the bill, which is just as complex as its 10,000-word length implies, drew resistance from many quarters. Progressive transportation advocates said they’d oppose the measure if it allowed funding for highway expansion projects. Officials with some transit operators, like Caltrain, didn’t like a provision that would require a study of how to consolidate at least some of the region’s 27 agencies.\u003c/p>\n\u003cp>There was also a falling out about what kind of taxes or fees the bill should allow. The proposal offered several alternatives: a half-cent sales tax, a parcel tax on property owners, a payroll tax to be paid by employers, or a future vehicle registration surcharge.\u003c/p>\n\u003cp>But business groups, including the Bay Area Council, said they’d oppose a payroll tax. Some bill supporters were cool to the idea of a sales tax, a levy that would fall most heavily on lower-income residents in an already heavily taxed region. Bill sponsors rejected a proposal from progressive transit advocates to consider a regional income tax on higher-income residents.\u003c/p>\n\u003cp>But the most significant disagreements centered on the issue of “return to source,” or how much money raised in each Bay Area county would be available to use there.\u003c/p>\n\u003cp>The bill provided that tax proceeds would be funneled through the Metropolitan Transportation Commission. It guaranteed that during the proposed tax measure’s first five years, at least 70% of revenue generated in a county would be invested in projects and programs that benefited that county. That percentage would rise to 90% after the initial five years.\u003c/p>\n\u003cp>Santa Clara County officials came out against the measure, saying that the initial 70% allocation was too low and that funds should come back directly to the county without the MTC’s involvement. Officials in the South Bay said they were also concerned that a new sales tax would interfere with several existing sales taxes that support transit operations in the county and are being used to help pay for the $12.7 billion BART extension through downtown San José.\u003c/p>\n\u003cp>That dispute came to a head last Friday when the bill made it to the State Senate floor. Sen. Dave Cortese, a San José Democrat, called the SB 1031 tax proposal “an existential threat” to Santa Clara County and complained that his proposal to send revenue from the tax directly to the counties had been “flat out rejected.”\u003c/p>\n\u003cp>“That told me that we need to organize people in my area and we need to make sure we do everything we can to put a stop to this,” Cortese said.\u003c/p>\n\u003cp>With Wiener and Wahab promising further work on the bill, the Senate approved it 26-10 and sent it to the Assembly.\u003c/p>\n\u003cp>Wiener on Thursday acknowledged Santa Clara County’s influence in the decision to pull the bill, but he said it’s crucial to find a way to put public transportation on a healthy financial footing for the long term.\u003c/p>\n\u003cp>“The challenge that we have is how do we fund these priorities in a way that all the different counties around the region feel like they’re being treated fairly and feel like they are getting a strong benefit from the measure?” he said. “If we’re asking people to pay in, we want people to be confident that they are getting a benefit.”\u003c/p>\n\u003cp>Ian Griffiths, the policy director for Seamless Bay Area, a grassroots group that was one of the bill’s chief advocates, said he was disappointed the measure has been withdrawn. But he says that creates an opportunity to better communicate the benefits a transit tax measure could deliver.\u003c/p>\n\u003cp>He said advocates could do that “by spending time over the next six months developing a clear service vision of the transit network that we’re trying to create. We’ve talked about policies like integrated fares and integrated service, but actually having a … map of service improvements across the region, really I think can help make it more real” for voters.\u003c/p>\n\u003cp>BART’s deficit in the fiscal year starting July 1, 2026, is currently projected at $385 million, with annual shortfalls of $350 million or more continuing into the foreseeable future. San Francisco’s Municipal Transportation Agency, which runs Muni transit service, expects its deficit to top $200 million during the same year.\u003c/p>\n\u003cp>Both agencies, like most other transit operators across the country, have survived on massive infusions of federal cash to replace lost fare revenue. They have warned of drastic service cuts if new operating support isn’t forthcoming.\u003c/p>\n\u003cp>SFMTA chief Jeffrey Tumlin said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-transit-death-spiral-19472978.php\">earlier this week\u003c/a> that major service cuts could begin next year. BART, which has said it may have to shut down two of its five lines, shutter some stations and run trains as much as 60 minutes apart, has not talked about when such steps might be taken.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Neither agency responded immediately to requests for comment on the latest legislative developments.\u003c/p>\n\n","blocks":[],"excerpt":"Amid growing opposition, sponsors pull measure that would authorize regional vote on a tax that would have raised as much as $1.5 billion a year. ","status":"publish","parent":0,"modified":1717205380,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":29,"wordCount":1345},"headData":{"title":"A Bill to Save Bay Area Transit From Fiscal Disaster Is Dead, at Least for Now | KQED","description":"Amid growing opposition, sponsors pull measure that would authorize regional vote on a tax that would have raised as much as $1.5 billion a year. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Bill to Save Bay Area Transit From Fiscal Disaster Is Dead, at Least for Now","datePublished":"2024-05-31T06:51:01-07:00","dateModified":"2024-05-31T18:29:40-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprStoryId":"kqed-11988365","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>\u003cem>Updated 11:55 a.m. Friday\u003c/em>\u003c/strong>\u003c/p>\n\u003cp>An ambitious proposal for a regional tax seen as crucial to the long-term survival of Bay Area public transit agencies is dead, the casualty of a dispute over the scope of the measure and who would control the billions of dollars it would raise.\u003c/p>\n\u003cp>State Sens. Scott Wiener of San Francisco and Aisha Wahab of Hayward, the Democratic co-authors of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, announced late Thursday they were pulling the bill from further consideration this year in the face of growing opposition across the region.\u003c/p>\n\u003cp>“We worked very hard over the course of this year to try to build consensus within the region around this measure,” Wiener said in an interview. “It became clear that we didn’t have enough time to get that done this year. There are times when you have to take a deep breath, hit the reset button and start over again.”\u003c/p>\n\u003cp>Wahab issued a statement saying the needs the bill addressed, including efficiency, agency consolidation and improved governance, are still urgent. “Riders deserve that, and stakeholders need to prioritize these efforts to save public transit,” she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The legislation, dubbed the Connect Bay Area Act, would authorize a November 2026 vote on a multicounty tax measure to raise as much as $1.5 billion a year to help pay for train, bus and ferry operations and for initiatives to help better integrate the 27 agencies that deliver those services. The bill would also pay for some street and highway work.\u003c/p>\n\u003cp>Wiener said he remains committed to crafting a plan that will allow transit agencies to head off major deficits and deep service cuts and promised to bring a new measure to the Legislature early next year. Work on a new proposal will begin immediately, he said.\u003c/p>\n\u003cp>“My hope — I can’t guarantee it — but my hope is that by late 2024 we’ll at least have a structure in place so we can be optimistic about 2025 and give the (transit) operators that same optimism” that financial help is on the way, Wiener said.\u003c/p>\n\u003cp>The bill has been seen as crucial to ensuring that BART, Muni, AC Transit, Caltrain and other agencies aren’t forced to slash service because of catastrophic deficits they’re facing in the next few years. The shortfalls are due mostly to the loss of ridership and fare revenue thanks to the pandemic and continuing shifts in work and commute patterns.\u003c/p>\n\u003cp>The legislation was also seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies and requiring large employers to subsidize all-you-can-ride transit passes for their workers.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11985190,news_11985965","label":"Related Stories "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the bill, which is just as complex as its 10,000-word length implies, drew resistance from many quarters. Progressive transportation advocates said they’d oppose the measure if it allowed funding for highway expansion projects. Officials with some transit operators, like Caltrain, didn’t like a provision that would require a study of how to consolidate at least some of the region’s 27 agencies.\u003c/p>\n\u003cp>There was also a falling out about what kind of taxes or fees the bill should allow. The proposal offered several alternatives: a half-cent sales tax, a parcel tax on property owners, a payroll tax to be paid by employers, or a future vehicle registration surcharge.\u003c/p>\n\u003cp>But business groups, including the Bay Area Council, said they’d oppose a payroll tax. Some bill supporters were cool to the idea of a sales tax, a levy that would fall most heavily on lower-income residents in an already heavily taxed region. Bill sponsors rejected a proposal from progressive transit advocates to consider a regional income tax on higher-income residents.\u003c/p>\n\u003cp>But the most significant disagreements centered on the issue of “return to source,” or how much money raised in each Bay Area county would be available to use there.\u003c/p>\n\u003cp>The bill provided that tax proceeds would be funneled through the Metropolitan Transportation Commission. It guaranteed that during the proposed tax measure’s first five years, at least 70% of revenue generated in a county would be invested in projects and programs that benefited that county. That percentage would rise to 90% after the initial five years.\u003c/p>\n\u003cp>Santa Clara County officials came out against the measure, saying that the initial 70% allocation was too low and that funds should come back directly to the county without the MTC’s involvement. Officials in the South Bay said they were also concerned that a new sales tax would interfere with several existing sales taxes that support transit operations in the county and are being used to help pay for the $12.7 billion BART extension through downtown San José.\u003c/p>\n\u003cp>That dispute came to a head last Friday when the bill made it to the State Senate floor. Sen. Dave Cortese, a San José Democrat, called the SB 1031 tax proposal “an existential threat” to Santa Clara County and complained that his proposal to send revenue from the tax directly to the counties had been “flat out rejected.”\u003c/p>\n\u003cp>“That told me that we need to organize people in my area and we need to make sure we do everything we can to put a stop to this,” Cortese said.\u003c/p>\n\u003cp>With Wiener and Wahab promising further work on the bill, the Senate approved it 26-10 and sent it to the Assembly.\u003c/p>\n\u003cp>Wiener on Thursday acknowledged Santa Clara County’s influence in the decision to pull the bill, but he said it’s crucial to find a way to put public transportation on a healthy financial footing for the long term.\u003c/p>\n\u003cp>“The challenge that we have is how do we fund these priorities in a way that all the different counties around the region feel like they’re being treated fairly and feel like they are getting a strong benefit from the measure?” he said. “If we’re asking people to pay in, we want people to be confident that they are getting a benefit.”\u003c/p>\n\u003cp>Ian Griffiths, the policy director for Seamless Bay Area, a grassroots group that was one of the bill’s chief advocates, said he was disappointed the measure has been withdrawn. But he says that creates an opportunity to better communicate the benefits a transit tax measure could deliver.\u003c/p>\n\u003cp>He said advocates could do that “by spending time over the next six months developing a clear service vision of the transit network that we’re trying to create. We’ve talked about policies like integrated fares and integrated service, but actually having a … map of service improvements across the region, really I think can help make it more real” for voters.\u003c/p>\n\u003cp>BART’s deficit in the fiscal year starting July 1, 2026, is currently projected at $385 million, with annual shortfalls of $350 million or more continuing into the foreseeable future. San Francisco’s Municipal Transportation Agency, which runs Muni transit service, expects its deficit to top $200 million during the same year.\u003c/p>\n\u003cp>Both agencies, like most other transit operators across the country, have survived on massive infusions of federal cash to replace lost fare revenue. They have warned of drastic service cuts if new operating support isn’t forthcoming.\u003c/p>\n\u003cp>SFMTA chief Jeffrey Tumlin said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-transit-death-spiral-19472978.php\">earlier this week\u003c/a> that major service cuts could begin next year. BART, which has said it may have to shut down two of its five lines, shutter some stations and run trains as much as 60 minutes apart, has not talked about when such steps might be taken.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Neither agency responded immediately to requests for comment on the latest legislative developments.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now","authors":["222"],"categories":["news_8"],"tags":["news_24191","news_269","news_20008","news_320","news_1764","news_18188","news_1217"],"featImg":"news_11941203","label":"news"},"news_11987874":{"type":"posts","id":"news_11987874","meta":{"index":"posts_1716263798","site":"news","id":"11987874","score":null,"sort":[1716976857000]},"guestAuthors":[],"slug":"a-morning-with-barts-crisis-intervention-specialists","title":"A Morning with BART’s Crisis Intervention Specialists","publishDate":1716976857,"format":"audio","headTitle":"A Morning with BART’s Crisis Intervention Specialists | KQED","labelTerm":{},"content":"\u003cp class=\"p1\">\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you ride BART, you may have seen uniformed employees with the words ‘Crisis Intervention Specialist” on their backs. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">About 20 of these ‘CIS-es’ — who are not police officers — can be \u003c/span>\u003cspan style=\"font-weight: 400\">seen walking through trains\u003c/span>\u003cspan style=\"font-weight: 400\">, seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">KQED’s Matthew Green joins us to talk about what he learned about this program, and what a morning on the job was like.\u003c/span>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC7502978150&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cdiv class=\"routes-Site-routes-Post-SinglePost-__SinglePost__mpost_Title\">\n\u003cdiv>\n\u003cul>\n\u003cli class=\"routes-Site-routes-Post-Title-__Title__title\">\u003ca href=\"https://www.kqed.org/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working\">‘We Approach in Peace’: Are BART’s Efforts to Help People in Crisis Working?\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp id=\"episode-transcript\">Episode Transcript\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I’m Ericka Cruz Guevarra, and welcome to the Bay local news to keep you rooted. If you ride Bart, you may have seen uniformed employees with the words crisis intervention specialist on their backs.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>They walk through trains equipped with latex gloves, snacks and Narcan to help reverse drug overdoses, hoping to connect those in need with social services. And they’re part of the agency’s attempt to address human crises that show up on Bart trains and platforms every day, with the goal of getting more people back on trains.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>We approach in peace. It’s it’s about a greeting. It’s about, hey, how are you? How are you doing? You know, how can I best support you today?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>A day in the life of the Bart crisis intervention specialist.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The ridership levels plummeted during the pandemic and they have rebounded a little bit, but nothing like where they were.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew Green is a digital editor for KQED.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They’ve been trying a number of different approaches. They recognize that riders are particularly displeased with the way the agency has handled homelessness. They’ve tried to balance enforcement with a more social service focused approach. So creating a new agency that is not law enforcement based. That really deals with helping people in need in the system and referring them to services.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And these are known as crisis intervention specialists. Right. And I know you decided to do some reporting and actually meet up with some crisis intervention specialists. Tell me about that. Who did you meet and where did you go to meet them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Yeah. So I got in touch with Bart. They put me in touch with the program, and arranged for me to meet, two women who have been with the program since it started in 2021, Stephanie Barnes and Natalie Robinson.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>I would describe this position as, in my words. You know, we get to do God’s work out here. We’re helping people.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They are veteran Bart workers. Natalie worked as a police dispatcher for 15 years.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>One of the first people to move over to the crisis intervention team.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Stephanie said that she had worked as a station agent for. I believe she said 27 years.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Prior to coming over to this position, I was the opening station agent at the Coliseum.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And just saw a lot of people who, in her words, needed more than a corporate card.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>A lot of the problems that were happening outside the station were coming inside the station. And of course, as an agent, you see that firsthand. So this…\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong> And she said that when bart came up with this initiative, she thought it was an amazing opportunity. And in her words, it was kind of customer service on steroids.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>We don’t have any weapons. We come in peace. We do carry Narcan and we do carry, you know, flashlights and stuff of that sort. But when we come, we come in support of you.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>What are folks like Stephanie and Natalie hired to do exactly as crisis intervention specialists?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They’re hired to look for people who they think are experiencing some kind of crisis.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>We’re helping people who are unhoused, who have substance abuse, issues, who have mental health, issues as well, and being able to connect them to the proper service and those who are willing to.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And it’s their job to go up to them and make it clear that they’re not the police and offer to connect them to social services, not social services. Bart offers social services, in the community. And these are providers that Bart partners with. So I think they would say their job is to help people rewarding.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>See those changes happen and to build the relationships with individuals so that they can trust that you’re actually here to do good for them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, what are the origins of these crisis intervention specialists like? When and how did this idea come about?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The homelessness issue on Bart had been going on for a while, well before the pandemic and long before the impact of George Floyd’s murder, the protests that followed. Related to that, in terms of in terms of race and policing accountability. But, I think in the in the immediate sense, it’s Bart board of directors decided to create something called the Progressive Policing Bureau, in October 2020.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The idea was to have a group of workers who were affiliated with the police, but not police officers, who could really go out and work directly with populations in the system who were, in their view, really becoming an overwhelming presence and very much mirroring the increase in homelessness in the communities that Bart serves.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And so, Matthew, you spent a day with Natalie and Stephanie. Where did you go first? And what did you see when you were out with them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So I met up with them at the Lake Merritt station at, 930 on a Tuesday morning. Now and then. We hung out there for a little bit and then sort of almost on cue, they got a call from their dispatcher that there was a disturbance happening on a train that was now stalled in that station in Lake Merritt, at Lake Merritt.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And they talked with the train operator and found out that there had been a man in the first car of the train.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>Apparently, the laundry that he was going through had feces all over it. So it was all over the train cars. They said he wiped it out, but it definitely needs disinfecting.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The man had already walked off the train and headed up the stairs toward the exit, and they tried to follow him.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>He has an immediate need. I know that there’s a shower and laundry truck that comes to the lake sometime, so we’ll look up that schedule and see if that’s something he might be interested in getting. But we’ll check. Where?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Did they find him?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They didn’t. They tried though.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>We’ll always try to make an attempt to find someone and and offer our assistance. On the back side, the train operator has people they report to, and our dispatch has people they will call, and they’ll get those seats all cleaned up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>But yeah, it sounds like ultimately they didn’t they weren’t able to offer him those services, which it sounds like is the immediate goal. Were they able to do that at all the day that you spent with them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So I was with them for about two hours that morning. And we went, to a bunch of stations between San Leandro and Lake Merritt. During that time, they approached roughly ten people, and nine out of ten either kind of went away or waved them off and, you know, said they didn’t need help. The one person that they found who was interested in hearing them out was a woman who introduced herself as cat.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>What is it, cat. Cat? Yeah. It’s a short for something. Catherine. Okay. Yeah, I think.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She was outside the San Leandro Bart station. She was pretty frantically grabbing a random array of belongings from one of those Bart bike lockers. There were items kind of splayed all around her, and they made clear that they were not police.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They said they weren’t interested in rushing her out and had no intent on telling her to leave. Natalie asked. It looks like you’re on a deadline. And she said that a, Bart police officer had just told her that she needed to get all of her stuff out of there immediately.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>What ultimately came out of that interaction with Kat?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They asked if they could tell her about some services and asked a little bit about her story. She seemed somewhat tentative, but, was receptive and kind of continued pulling stuff out as she was talking.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>But told them that she and her boyfriend are from Southern California and had moved up here recently and were living in their car, nearby and keeping their stuff in his locker, and they were looking for work.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Natalie and Stephanie started talking to them about a supportive housing service in Hayward.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Well, we can at least give you points. You in the direction if you guys are interested in getting on the list for permanent housing in Alameda County.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Yeah yeah yeah yeah yeah yeah. You know where to go. You don’t have to go running around in circles. Yeah. Because they they do it. They do it. They do. Right there. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, what did Stephanie and Natalie tell you about how the morning went?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They were not fazed at all or didn’t seem to be faze at all when people wave them off. They just kind of kept on going. Stephanie explained to me. She’s like, you know, we don’t like we’re not going to beg to help people. We’re going to offer.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And if they don’t want our help, then they don’t want to help, and we move on. There’s plenty of other people that will want our help. The sense I got is they didn’t see it as necessarily good or bad. It was just sort of part of the course for the the work that they do.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Coming up, we’ll talk about whether the Crisis Intervention Specialist program is working. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>It’s hard to know for folks like Stephanie and Natalie whether those services actually get utilized in the long run. And again, this is just one person the two of them were able to make contact with in those two hours.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Is that pretty typical of these interactions with kids is that you sort of maybe get Ahold of one person, and then you sort of are left to guess whether they’ve actually were able to connect with the services.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Every time they can connect someone experiencing a crisis with support services, they consider that to be a success. My impression is that it’s pretty common that the actual rate of success, in terms of having people be responsive and say that they will follow up on services, is pretty low.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>In the last quarter of 2023, the Progressive Policing Bureau reported their SES has had more than 4500 contacts with people, 210 of which, resulted in verifiable connections to service providers. That’s just under 5%.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>So there are 20 of these crisis intervention specialists. How much is Bartz spending on this program so far?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>It says it’s spending a little over $8 million on the progressive policing program that includes the 20 cities, as are called crisis intervention specialists. And it also includes up to ten transit ambassadors. One of the big arguments they make is that for every six, you need fewer police officers.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Are there, dealing with problems that if they weren’t there, police would have to deal with? And these aren’t issues that police should have to do. So they’re freeing up police to deal with, really dangerous situations.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, we are talking about this one single program and as you mentioned earlier, it was really a result of the uprisings we saw in 2020 where people were sort of looking for alternatives to police. But it’s 2024 now, and I feel like the pendulum has kind of swung in the opposite direction.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And I know that there are Bart surveys actually showing rioters wanting more police. And Bart has actually been simultaneously, while doing this program, been beefing up its police force. Right.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Yeah, it is pretty aggressively recruiting. If you ride Bart with any regularity, you’ve probably seen posters announcing higher starting salaries and signing bonuses. They recently announced that in 2023, there was a 62% increase in arrests.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So that’s a pretty significant departure from at least their stated language when they created the Progressive Policing Bureau, which was to try to address a lot of these societal problems in their system without the use of force or without the use of people who could use force.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, does everyone agree that having these crisis intervention specialists is the right way to get more people on Bart?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>No, they definitely don’t. There was, survey put out by a business group that works with Bart, that found that, pretty large majority of people surveyed, and these are people surveyed who have in the four out of the five counties that Bart services would rather Bart exclusively focus on the business of transportation, on getting people from A to B efficiently and safely and not delve into the work of social services. Leave that to outside providers and agencies.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>We should remain focused on transit.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>On the Bart board, even though, the majority of the board voted for the program and supports it, and I believe continues to support it. There’s, one pretty pronounced opponent, Bart board director Debora Allen.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>I’m trying to take a business case approach and say we are doing a very good job of even delivering the transit.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She’s pretty focused on numbers, specifically on Bart’s financials, and has been for years now a pretty staunch proponent of more enforcement on Bart, trying to get the agency to do more to address fare evasion.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>And what I have argued all along is. It’s certainly okay to put some of those people outside of the fair gates, but our first line of defense should be to keep those people out of the system.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She, you know, sees it as a nice idea, but something that doesn’t have proven results. And that’s costing money for a system that doesn’t have any money to spare. And that ultimately isn’t what writers want.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>How do Stephanie and Natalie respond to this criticism? Like, why do they think that their jobs are actually necessary?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>One part they both truly believe that this is the way to reach certain people in the system who are not going to be responsive to the police.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Because most of the jobs here station agents, train operators, for worker supervisors, police officers. There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They truly believe that they’re making a difference, even if it’s at a pretty slow pace, or even if it’s not easily quantified.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Because we can be more accessible to the public than the officers can. You know, they’re responding to emergencies. They’re responding to fights. They’re responding to, someone with a weapon, and they need to talk to me for an hour. You have me for an hour.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I mean, it seems like the goal really is to to get people feeling safe to ride Bart again. So, I mean, I’m curious, what do you think, Matthew, after reporting on this story? Do Bart’s efforts to help people in crisis seem to be working in that regard?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I mean, my sense is that when riders see Bart personnel, regardless of whether they’re police or not, they I think that it’s a that’s a net positive when they see that the Bart this is don’t have any enforcement power and aren’t armed for some people that that diminishes their confidence. That said, I think there’s also a lot of people, especially in the Bay area, who don’t want to see a lot more police on Bart. I think it’s a mixed bag.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And I mean, for Bart, it’s really about getting more people riding again. But how do you think Stephanie and Nathalie measure success in their job?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I think it’s individual interactions. They both told me stories in which they ran into people, that they helped people who were really having a hard time were kind of at the very bottom. And they directed them to services and they basically essentially held their hand and later found out that they had followed through and that their lives had pretty significantly changed.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>It’s amazing how even when people are in their worst state, they are still are very thankful that someone’s checking on them.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I mean, I think those are the things that, that really keep them coming back to the job.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>It’s really rewarding, to see those changes happen and to build the relationships with individuals so that they can trust that you’re actually here to do good for them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, Matthew, thank you so much for sharing your reporting with us.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>That was Matthew Green, a digital editor for KQED. This 40 minute conversation with Matthew was cut down and edited by senior editor Alan Montecillo. I produced this episode, scored it, and added all the tape.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>We got additional production support from Ellie Prickett-Morgan and to Tamuna Chkareuli. Music courtesy of the Audio Network. Where production of listener supported KQED in San Francisco. I’m Ericka Cruz Guevarra. Thanks for listening. Talk to you next time.\u003c/p>\n\u003c/div>\n\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"In this episode of The Bay, KQED's Matthew Green joins 2 of BART's Crisis Intervention Specialists for a morning on the job.","status":"publish","parent":0,"modified":1717717002,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":92,"wordCount":3329},"headData":{"title":"A Morning with BART’s Crisis Intervention Specialists | KQED","description":"In this episode of The Bay, KQED's Matthew Green joins 2 of BART's Crisis Intervention Specialists for a morning on the job.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Morning with BART’s Crisis Intervention Specialists","datePublished":"2024-05-29T03:00:57-07:00","dateModified":"2024-06-06T16:36:42-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"The Bay","sourceUrl":"https://www.kqed.org/podcasts/thebay","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/chrt.fm/track/G6C7C3/traffic.megaphone.fm/KQINC7502978150.mp3?updated=1716920685","sticky":false,"nprByline":"Ericka Cruz Guevarra, Matthew Green, Alan Montecillo, Ellie Prickett-Morgan, and Tamuna Chkareuli","nprStoryId":"kqed-11987874","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11987874/a-morning-with-barts-crisis-intervention-specialists","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"p1\">\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you ride BART, you may have seen uniformed employees with the words ‘Crisis Intervention Specialist” on their backs. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">About 20 of these ‘CIS-es’ — who are not police officers — can be \u003c/span>\u003cspan style=\"font-weight: 400\">seen walking through trains\u003c/span>\u003cspan style=\"font-weight: 400\">, seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">KQED’s Matthew Green joins us to talk about what he learned about this program, and what a morning on the job was like.\u003c/span>\u003c/p>\n\u003cdiv class=\"card card--enclosed grey\">\n\u003cp id=\"embed-code\" class=\"inconsolata\">\n\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC7502978150&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\n\u003c/p>\n\u003c/div>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cdiv class=\"routes-Site-routes-Post-SinglePost-__SinglePost__mpost_Title\">\n\u003cdiv>\n\u003cul>\n\u003cli class=\"routes-Site-routes-Post-Title-__Title__title\">\u003ca href=\"https://www.kqed.org/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working\">‘We Approach in Peace’: Are BART’s Efforts to Help People in Crisis Working?\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp id=\"episode-transcript\">Episode Transcript\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I’m Ericka Cruz Guevarra, and welcome to the Bay local news to keep you rooted. If you ride Bart, you may have seen uniformed employees with the words crisis intervention specialist on their backs.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>They walk through trains equipped with latex gloves, snacks and Narcan to help reverse drug overdoses, hoping to connect those in need with social services. And they’re part of the agency’s attempt to address human crises that show up on Bart trains and platforms every day, with the goal of getting more people back on trains.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>We approach in peace. It’s it’s about a greeting. It’s about, hey, how are you? How are you doing? You know, how can I best support you today?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>A day in the life of the Bart crisis intervention specialist.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The ridership levels plummeted during the pandemic and they have rebounded a little bit, but nothing like where they were.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew Green is a digital editor for KQED.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They’ve been trying a number of different approaches. They recognize that riders are particularly displeased with the way the agency has handled homelessness. They’ve tried to balance enforcement with a more social service focused approach. So creating a new agency that is not law enforcement based. That really deals with helping people in need in the system and referring them to services.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And these are known as crisis intervention specialists. Right. And I know you decided to do some reporting and actually meet up with some crisis intervention specialists. Tell me about that. Who did you meet and where did you go to meet them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Yeah. So I got in touch with Bart. They put me in touch with the program, and arranged for me to meet, two women who have been with the program since it started in 2021, Stephanie Barnes and Natalie Robinson.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>I would describe this position as, in my words. You know, we get to do God’s work out here. We’re helping people.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They are veteran Bart workers. Natalie worked as a police dispatcher for 15 years.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>One of the first people to move over to the crisis intervention team.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Stephanie said that she had worked as a station agent for. I believe she said 27 years.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Prior to coming over to this position, I was the opening station agent at the Coliseum.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And just saw a lot of people who, in her words, needed more than a corporate card.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>A lot of the problems that were happening outside the station were coming inside the station. And of course, as an agent, you see that firsthand. So this…\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong> And she said that when bart came up with this initiative, she thought it was an amazing opportunity. And in her words, it was kind of customer service on steroids.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>We don’t have any weapons. We come in peace. We do carry Narcan and we do carry, you know, flashlights and stuff of that sort. But when we come, we come in support of you.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>What are folks like Stephanie and Natalie hired to do exactly as crisis intervention specialists?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They’re hired to look for people who they think are experiencing some kind of crisis.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>We’re helping people who are unhoused, who have substance abuse, issues, who have mental health, issues as well, and being able to connect them to the proper service and those who are willing to.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And it’s their job to go up to them and make it clear that they’re not the police and offer to connect them to social services, not social services. Bart offers social services, in the community. And these are providers that Bart partners with. So I think they would say their job is to help people rewarding.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>See those changes happen and to build the relationships with individuals so that they can trust that you’re actually here to do good for them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, what are the origins of these crisis intervention specialists like? When and how did this idea come about?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The homelessness issue on Bart had been going on for a while, well before the pandemic and long before the impact of George Floyd’s murder, the protests that followed. Related to that, in terms of in terms of race and policing accountability. But, I think in the in the immediate sense, it’s Bart board of directors decided to create something called the Progressive Policing Bureau, in October 2020.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The idea was to have a group of workers who were affiliated with the police, but not police officers, who could really go out and work directly with populations in the system who were, in their view, really becoming an overwhelming presence and very much mirroring the increase in homelessness in the communities that Bart serves.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And so, Matthew, you spent a day with Natalie and Stephanie. Where did you go first? And what did you see when you were out with them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So I met up with them at the Lake Merritt station at, 930 on a Tuesday morning. Now and then. We hung out there for a little bit and then sort of almost on cue, they got a call from their dispatcher that there was a disturbance happening on a train that was now stalled in that station in Lake Merritt, at Lake Merritt.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And they talked with the train operator and found out that there had been a man in the first car of the train.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>Apparently, the laundry that he was going through had feces all over it. So it was all over the train cars. They said he wiped it out, but it definitely needs disinfecting.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>The man had already walked off the train and headed up the stairs toward the exit, and they tried to follow him.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>He has an immediate need. I know that there’s a shower and laundry truck that comes to the lake sometime, so we’ll look up that schedule and see if that’s something he might be interested in getting. But we’ll check. Where?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Did they find him?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They didn’t. They tried though.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>We’ll always try to make an attempt to find someone and and offer our assistance. On the back side, the train operator has people they report to, and our dispatch has people they will call, and they’ll get those seats all cleaned up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>But yeah, it sounds like ultimately they didn’t they weren’t able to offer him those services, which it sounds like is the immediate goal. Were they able to do that at all the day that you spent with them?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So I was with them for about two hours that morning. And we went, to a bunch of stations between San Leandro and Lake Merritt. During that time, they approached roughly ten people, and nine out of ten either kind of went away or waved them off and, you know, said they didn’t need help. The one person that they found who was interested in hearing them out was a woman who introduced herself as cat.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>What is it, cat. Cat? Yeah. It’s a short for something. Catherine. Okay. Yeah, I think.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She was outside the San Leandro Bart station. She was pretty frantically grabbing a random array of belongings from one of those Bart bike lockers. There were items kind of splayed all around her, and they made clear that they were not police.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They said they weren’t interested in rushing her out and had no intent on telling her to leave. Natalie asked. It looks like you’re on a deadline. And she said that a, Bart police officer had just told her that she needed to get all of her stuff out of there immediately.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>What ultimately came out of that interaction with Kat?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They asked if they could tell her about some services and asked a little bit about her story. She seemed somewhat tentative, but, was receptive and kind of continued pulling stuff out as she was talking.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>But told them that she and her boyfriend are from Southern California and had moved up here recently and were living in their car, nearby and keeping their stuff in his locker, and they were looking for work.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Natalie and Stephanie started talking to them about a supportive housing service in Hayward.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Well, we can at least give you points. You in the direction if you guys are interested in getting on the list for permanent housing in Alameda County.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Yeah yeah yeah yeah yeah yeah. You know where to go. You don’t have to go running around in circles. Yeah. Because they they do it. They do it. They do. Right there. Okay.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, what did Stephanie and Natalie tell you about how the morning went?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They were not fazed at all or didn’t seem to be faze at all when people wave them off. They just kind of kept on going. Stephanie explained to me. She’s like, you know, we don’t like we’re not going to beg to help people. We’re going to offer.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>And if they don’t want our help, then they don’t want to help, and we move on. There’s plenty of other people that will want our help. The sense I got is they didn’t see it as necessarily good or bad. It was just sort of part of the course for the the work that they do.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Coming up, we’ll talk about whether the Crisis Intervention Specialist program is working. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>It’s hard to know for folks like Stephanie and Natalie whether those services actually get utilized in the long run. And again, this is just one person the two of them were able to make contact with in those two hours.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Is that pretty typical of these interactions with kids is that you sort of maybe get Ahold of one person, and then you sort of are left to guess whether they’ve actually were able to connect with the services.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Every time they can connect someone experiencing a crisis with support services, they consider that to be a success. My impression is that it’s pretty common that the actual rate of success, in terms of having people be responsive and say that they will follow up on services, is pretty low.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>In the last quarter of 2023, the Progressive Policing Bureau reported their SES has had more than 4500 contacts with people, 210 of which, resulted in verifiable connections to service providers. That’s just under 5%.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>So there are 20 of these crisis intervention specialists. How much is Bartz spending on this program so far?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>It says it’s spending a little over $8 million on the progressive policing program that includes the 20 cities, as are called crisis intervention specialists. And it also includes up to ten transit ambassadors. One of the big arguments they make is that for every six, you need fewer police officers.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Are there, dealing with problems that if they weren’t there, police would have to deal with? And these aren’t issues that police should have to do. So they’re freeing up police to deal with, really dangerous situations.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, we are talking about this one single program and as you mentioned earlier, it was really a result of the uprisings we saw in 2020 where people were sort of looking for alternatives to police. But it’s 2024 now, and I feel like the pendulum has kind of swung in the opposite direction.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And I know that there are Bart surveys actually showing rioters wanting more police. And Bart has actually been simultaneously, while doing this program, been beefing up its police force. Right.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Yeah, it is pretty aggressively recruiting. If you ride Bart with any regularity, you’ve probably seen posters announcing higher starting salaries and signing bonuses. They recently announced that in 2023, there was a 62% increase in arrests.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>So that’s a pretty significant departure from at least their stated language when they created the Progressive Policing Bureau, which was to try to address a lot of these societal problems in their system without the use of force or without the use of people who could use force.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Matthew, does everyone agree that having these crisis intervention specialists is the right way to get more people on Bart?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>No, they definitely don’t. There was, survey put out by a business group that works with Bart, that found that, pretty large majority of people surveyed, and these are people surveyed who have in the four out of the five counties that Bart services would rather Bart exclusively focus on the business of transportation, on getting people from A to B efficiently and safely and not delve into the work of social services. Leave that to outside providers and agencies.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>We should remain focused on transit.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>On the Bart board, even though, the majority of the board voted for the program and supports it, and I believe continues to support it. There’s, one pretty pronounced opponent, Bart board director Debora Allen.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>I’m trying to take a business case approach and say we are doing a very good job of even delivering the transit.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She’s pretty focused on numbers, specifically on Bart’s financials, and has been for years now a pretty staunch proponent of more enforcement on Bart, trying to get the agency to do more to address fare evasion.\u003c/p>\n\u003cp>\u003cstrong>Debora Allen: \u003c/strong>And what I have argued all along is. It’s certainly okay to put some of those people outside of the fair gates, but our first line of defense should be to keep those people out of the system.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>She, you know, sees it as a nice idea, but something that doesn’t have proven results. And that’s costing money for a system that doesn’t have any money to spare. And that ultimately isn’t what writers want.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>How do Stephanie and Natalie respond to this criticism? Like, why do they think that their jobs are actually necessary?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>One part they both truly believe that this is the way to reach certain people in the system who are not going to be responsive to the police.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Because most of the jobs here station agents, train operators, for worker supervisors, police officers. There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay area.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>They truly believe that they’re making a difference, even if it’s at a pretty slow pace, or even if it’s not easily quantified.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>Because we can be more accessible to the public than the officers can. You know, they’re responding to emergencies. They’re responding to fights. They’re responding to, someone with a weapon, and they need to talk to me for an hour. You have me for an hour.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>I mean, it seems like the goal really is to to get people feeling safe to ride Bart again. So, I mean, I’m curious, what do you think, Matthew, after reporting on this story? Do Bart’s efforts to help people in crisis seem to be working in that regard?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I mean, my sense is that when riders see Bart personnel, regardless of whether they’re police or not, they I think that it’s a that’s a net positive when they see that the Bart this is don’t have any enforcement power and aren’t armed for some people that that diminishes their confidence. That said, I think there’s also a lot of people, especially in the Bay area, who don’t want to see a lot more police on Bart. I think it’s a mixed bag.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>And I mean, for Bart, it’s really about getting more people riding again. But how do you think Stephanie and Nathalie measure success in their job?\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I think it’s individual interactions. They both told me stories in which they ran into people, that they helped people who were really having a hard time were kind of at the very bottom. And they directed them to services and they basically essentially held their hand and later found out that they had followed through and that their lives had pretty significantly changed.\u003c/p>\n\u003cp>\u003cstrong>Stephanie Barnes: \u003c/strong>It’s amazing how even when people are in their worst state, they are still are very thankful that someone’s checking on them.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>I mean, I think those are the things that, that really keep them coming back to the job.\u003c/p>\n\u003cp>\u003cstrong>Natalie Robinson: \u003c/strong>It’s really rewarding, to see those changes happen and to build the relationships with individuals so that they can trust that you’re actually here to do good for them.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>Well, Matthew, thank you so much for sharing your reporting with us.\u003c/p>\n\u003cp>\u003cstrong>Matthew Green: \u003c/strong>Thanks for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>That was Matthew Green, a digital editor for KQED. This 40 minute conversation with Matthew was cut down and edited by senior editor Alan Montecillo. I produced this episode, scored it, and added all the tape.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra: \u003c/strong>We got additional production support from Ellie Prickett-Morgan and to Tamuna Chkareuli. Music courtesy of the Audio Network. Where production of listener supported KQED in San Francisco. I’m Ericka Cruz Guevarra. Thanks for listening. Talk to you next time.\u003c/p>\n\u003c/div>\n\u003c/div>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11987874/a-morning-with-barts-crisis-intervention-specialists","authors":["byline_news_11987874"],"programs":["news_28779"],"categories":["news_8"],"tags":["news_269","news_34113","news_33812","news_1533","news_22598","news_2684","news_29607"],"featImg":"news_11979247","label":"source_news_11987874"},"news_11986573":{"type":"posts","id":"news_11986573","meta":{"index":"posts_1716263798","site":"news","id":"11986573","score":null,"sort":[1715940011000]},"parent":0,"labelTerm":{},"blocks":[],"publishDate":1715940011,"format":"audio","title":"Displacing People for 'Progress' — the Origins of BART","headTitle":"Displacing People for ‘Progress’ — the Origins of BART | KQED","content":"\u003cp>\u003cspan style=\"font-weight: 400\">Back in the ’60s, BART was just a plan in the making. And located through its path were communities of mostly low income people of color. But thanks to a legal tool known as eminent domain, many in that community were forced to sell their homes or face eviction. \u003c/span>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC6131452416&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","stats":{"hasVideo":false,"hasChartOrMap":false,"hasAudio":true,"hasPolis":false,"wordCount":54,"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"iframeSrcs":[],"paragraphCount":4},"modified":1715978817,"excerpt":"Back in the '60s, BART was just a plan in the making. And located through its path were communities of mostly lower-income people of color. But thanks to a legal tool known as eminent domain, many in that community were forced to sell their homes or face eviction.","headData":{"twImgId":"","twTitle":"","ogTitle":"","ogImgId":"","twDescription":"","description":"Back in the '60s, BART was just a plan in the making. And located through its path were communities of mostly lower-income people of color. But thanks to a legal tool known as eminent domain, many in that community were forced to sell their homes or face eviction.","title":"Displacing People for 'Progress' — the Origins of BART | KQED","ogDescription":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Displacing People for 'Progress' — the Origins of BART","datePublished":"2024-05-17T03:00:11-07:00","dateModified":"2024-05-17T13:46:57-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"guestAuthors":[],"slug":"displacing-people-for-progress-the-origins-of-bart","status":"publish","sourceUrl":"https://www.kqed.org/podcasts/thebay","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/chrt.fm/track/G6C7C3/traffic.megaphone.fm/KQINC6131452416.mp3?updated=1715893456","excludeFromSiteSearch":"Include","sticky":false,"source":"The Bay","articleAge":"0","nprStoryId":"kqed-11986573","path":"/news/11986573/displacing-people-for-progress-the-origins-of-bart","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">Back in the ’60s, BART was just a plan in the making. And located through its path were communities of mostly low income people of color. But thanks to a legal tool known as eminent domain, many in that community were forced to sell their homes or face eviction. \u003c/span>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm/?e=KQINC6131452416&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11986573/displacing-people-for-progress-the-origins-of-bart","authors":["11649","11802","11785","102","234"],"categories":["news_8"],"tags":["news_269","news_32487","news_1775","news_22598"],"featImg":"news_11986231","label":"source_news_11986573"},"news_11986396":{"type":"posts","id":"news_11986396","meta":{"index":"posts_1716263798","site":"news","id":"11986396","score":null,"sort":[1715853627000]},"parent":0,"labelTerm":{"site":"news","term":33523},"blocks":[],"publishDate":1715853627,"format":"standard","title":"When BART Was Built, People — and Houses — Had to Go","headTitle":"When BART Was Built, People — and Houses — Had to Go | KQED","content":"\u003cp>\u003ca href=\"#episode-transcript\">View the full episode transcript.\u003c/a>\u003c/p>\n\u003cp>Back in the early 1960s, when BART was just a sketch on a map, planners with the young transit agency had a task in front of them. BART had to acquire around 2,200 parcels of land in order to build the transportation system.\u003c/p>\n\u003cp>Exactly how the agency went about getting that land was something that always puzzled Janine Dictor.\u003c/p>\n\u003cp>For her, the question was also personal. Growing up, her family would tell stories about an amazing house her great-grandparents used to own in North Oakland, at 59th, and what is now Martin Luther King Jr. Way (it was called Grove Street back then). But the stories always ended with how they had to sell their home to BART.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]“There was always a sad tone to the story as if they didn’t have control over it,” Dictor said.\u003c/p>\n\u003cp>Dictor’s great-grandparents, Vito and Elizabeth Campilongo, loved that house. They were both immigrants from Italy, and they kept the house full of family, friends and good food. Vito tended a bountiful garden in the backyard.\u003c/p>\n\u003cp>“My grandmother loved to cook in the basement,” said Johanne Dictor, Janine’s mother. “She had this great kitchen downstairs where she made her ravioli; she made her sausages with her women friends.”\u003c/p>\n\u003cp>It was a happy time, but it didn’t last. By the time Johanne was a teenager in the early ‘60s, one topic started to dominate their family dinners.\u003c/p>\n\u003cp>“I remember we’d be sitting at the table and they’d say, ‘They’re going to take my house, they say we have to sell it. And we have to leave everything here.’ And you know, they just were devastated,” said Johanne about her grandparents.\u003c/p>\n\u003cp>Ultimately, the Campilongos sold their house to BART and moved to San Leandro. Her grandfather planted a new garden, but he felt it was never as big or as beautiful as the one in Oakland.\u003c/p>\n\u003cp>“He’d sit on the porch in San Leandro looking so sad,” remembers Johanne.\u003c/p>\n\u003cp>All this history left Janine wondering how exactly the sale of her great-grandparents’ house went down. So she asked KQED’s Bay Curious to look into how much property BART acquired at the time of its inception and whether any homeowners challenged the agency.\u003c/p>\n\u003cp>“There must be a pretty robust story behind all of this, and it’s just odd that we never have known quite what it is,” Janine said.\u003c/p>\n\u003cfigure id=\"attachment_11986429\" class=\"wp-caption aligncenter\" style=\"max-width: 1384px\">\u003ca href=\"https://ww2.kqed.org/news/2024/05/16/when-bart-was-built-people-and-houses-had-to-go/vito_elizabeth_family/\" rel=\"attachment wp-att-11986429\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11986429\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family.png\" alt=\"An old black-and-white photo of a family in their living room\" width=\"1384\" height=\"1020\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family.png 1384w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-800x590.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-1020x752.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-160x118.png 160w\" sizes=\"(max-width: 1384px) 100vw, 1384px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vito and Elizabeth Campilongo (center) left their North Oakland home in the 1960s to make room for a BART line. \u003ccite>(Courtesy of the Campilongo family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>And so BART begins\u003c/h2>\n\u003cp>Like much of the country in the early 1950s, the Bay Area was in a post-war building boom. New houses were going up all over the region, in places like Concord and Fremont. City planners had to figure out how folks would get around and travel between all these developments.\u003c/p>\n\u003cp>State lawmakers began \u003ca href=\"https://www.foundsf.org/index.php?title=San_Francisco_Bay_Area_Rapid_Transit_Commission%E2%80%94The_Beginnings\">mapping out\u003c/a> a regional transportation system to connect the suburbs to the economic hubs of Oakland and San Francisco. In 1957, they passed a bill creating the Bay Area Rapid Transit District.\u003c/p>\n\u003cp>But BART needed land, including in residential areas where property was already owned and inhabited by people. As an entity charged with building public infrastructure, BART was given the power of eminent domain, a legal tool that helped it acquire the needed property.\u003c/p>\n\u003cp>According to Radhika Rao, a professor at UC San Francisco College of the Law, eminent domain allows the government to take people’s property “even if they don’t consent,” as long as it pays them fair market value for it.\u003c/p>\n\u003cp>Eminent domain is an important tool for governments, said Rao, because infrastructure projects like hospitals, public schools, highways, parks and train tracks might never be built without it.\u003c/p>\n\u003cp>“Because you could have one private property owner who says, ‘My house stands in the way, you can’t build a highway,’ and then we have no highway. So our infrastructure depends upon government having this power,” Rao said.\u003c/p>\n\u003cp>However, Rao says, historically, the use of eminent domain in California has disproportionately affected low-income people and communities of color.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Radhika Rao, UC San Francisco College of Law\"]‘That just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?’[/pullquote]One reason, she said, is that government agencies often use eminent domain in areas with lower property values since it costs them less to acquire that property.\u003c/p>\n\u003cp>“That just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?” Rao said.\u003c/p>\n\u003cp>Another reason for the disproportionate impact, suggests Rao, is that government officials choose to develop areas where residents are less likely to organize against them.\u003c/p>\n\u003cp>“Who has the money to hire a lawyer and go to court saying, ‘the compensation that you’re offering me is not fair market value?’ Rao said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>West Oakland residents displaced\u003c/h2>\n\u003cp>One of the places in the Bay Area hit hardest by eminent domain projects — including, but not limited to, BART construction — was West Oakland.\u003c/p>\n\u003cp>Maxine Willis Ussery was born in Shreveport, Louisiana in 1939, but her family moved to West Oakland when she was just a few years old.\u003c/p>\n\u003cp>“When I was a girl, Seventh Street and all of West Oakland was predominantly Black, owned by Black people. Beautiful old Victorians were there,” Willis Ussery said.\u003c/p>\n\u003cp>Her family, like many Black families at the time, had come from the South in search of work and a better life. Her mother and father made the journey from Louisiana and settled in West Oakland. They found jobs at the nearby Naval shipyard.\u003c/p>\n\u003cp>“They had no problems understanding that they had to develop their own businesses, their own services because that’s how they lived in the South,” Willis Ussery said.\u003c/p>\n\u003cp>She says the West Oakland community had everything they needed: drug stores, groceries, restaurants, churches, doctors, and lawyers. But starting in the 1950s, successive government infrastructure projects ripped apart the fabric of this community.\u003c/p>\n\u003cp>First, government agencies demolished homes and businesses for the Nimitz Freeway (Interstate 880) in the 1950s. Then, in the following decades, they cleared more buildings to make way for the Oakland Main Post Office and the Acorn housing projects. And then, \u003ca href=\"https://diva.sfsu.edu/collections/sfbatv/bundles/232778\">there was BART\u003c/a>. The Oakland Planning Department estimates that between 5,100 and 9,700 housing units were lost in West Oakland in the 1960s alone.\u003c/p>\n\u003cp>“It was like a dispersement of a whole community, not just taking the buildings, it was taking people who had lived there. Teachers, athletes, all of them were displaced,” Willis Ussery said.\u003c/p>\n\u003cp>The effect on the community was disastrous, she said, especially for the older folks.\u003c/p>\n\u003cp>“They were up in age, and they were moved into areas where they could afford to go with the money they were given for BART, which was not a lot,” Willis Ussery said.\u003c/p>\n\u003cp>A KQED analysis of the 1960 census reveals that the West Oakland census tracts hardest hit by eminent domain were where people of color lived — in some areas, as many as 95% of the residents were Black. Annual incomes in the development zones were also far lower than the city average. The neighborhood in North Oakland where the Campilongos lived had a higher median income but was also predominantly Black.\u003c/p>\n\u003cfigure id=\"attachment_11986231\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/news/240514-eminentdomain-25-bl-kqed/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11986231\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED.jpg\" alt=\"A BART train above two streets intersecting\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train runs along the tracks at 59th Street and Martin Luther King Jr Way in Oakland on May 14, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Berkeley residents resist BART plans\u003c/h2>\n\u003cp>Some East Bay residents, such as Mable Howard of Berkeley, successfully altered BART’s path.\u003c/p>\n\u003cp>Howard argued that BART’s plan to construct raised tracks through part of the city would further divide it along racial lines. Her legal challenge was highlighted in the documentary “\u003ca href=\"https://video.kqed.org/video/welcome-to-the-neighborhood-truly-ca-zag6fb/\">Welcome to the Neighborhood\u003c/a>.”\u003c/p>\n\u003cp>As the documentary explains, in 1966, Berkeley voters approved a tax that would pay to put BART completely underground.\u003c/p>\n\u003cp>But BART proposed a design for the Ashby station that was slightly above ground. Howard felt that the design would further segregate the city. She teamed up with the late East Bay politician Ron Dellums, then a city council member, to successfully sue the agency to underground all their Berkeley infrastructure.\u003c/p>\n\u003cp>“We won the case. How do we know we won the case? Go to Berkeley. You’ll see the whole thing’s underground,” said attorney Matthew Weinberg in the film.\u003c/p>\n\u003ch2>BART spokesperson: ‘Lessons learned’\u003c/h2>\n\u003cp>These days, it is hard to imagine a Bay Area without BART. People from all over the Bay Area make millions of trips on it every month. Even the aerial tracks that tower over Martin Luther King Jr. Way, where the Campilongo house used to stand, seem to blend into the background of freeways and buildings.\u003c/p>\n\u003cp>BART’s Chief Communications Officer Alicia Trost says it’s still important for the agency to acknowledge the past harms that the agency committed.\u003c/p>\n\u003cp>“There was a lot of generational wealth that was deeply impacted, if not destroyed, because of the building of the BART system,” Trost said.\u003c/p>\n\u003cp>BART now has an Office of Civil Rights and other equity initiatives that Trost says are critical to rebuilding trust with the community.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Alicia Trost, BART\"]‘There was a lot of generational wealth that was deeply impacted if not destroyed because of the building of the BART system.’[/pullquote]“Especially when we’re building on our land, we want to make sure there’s a carve-out specifically for affordable housing and that we are in a daily conversation with the community to make sure what we’re building is something that they want,” Trost said.\u003c/p>\n\u003cp>As the agency imagines future development, like building a possible second transbay tube between San Francisco and Oakland, she says they’re also developing plans to prevent the displacement of residents.\u003c/p>\n\u003cp>Trost said the uprooting of residents to create BART in the 1960s provided “lessons learned,” and mistakes that shouldn’t be repeated were made.\u003c/p>\n\u003cp>State leaders are also looking at the long-term impact that eminent domain property transfers have had on families and communities.\u003c/p>\n\u003cp>California State Senator Steven Bradford, a member of California’s \u003ca href=\"https://www.kqed.org/reparations\">Reparations Task Force\u003c/a>, introduced a bill in February that would compensate former property owners if their parcel was taken through eminent domain, but they didn’t receive just compensation due to racism or discrimination by the government.\u003c/p>\n\u003ch2>The price the Campilongos paid\u003c/h2>\n\u003cfigure id=\"attachment_11986413\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/2024/05/16/when-bart-was-built-people-and-houses-had-to-go/campilongo_contract_page_01/\" rel=\"attachment wp-att-11986413\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11986413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-800x1032.jpg\" alt=\"\" width=\"800\" height=\"1032\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-800x1032.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1020x1316.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-160x206.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1190x1536.jpg 1190w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1587x2048.jpg 1587w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01.jpg 1701w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The contract the Campilongos signed with BART.\u003c/figcaption>\u003c/figure>\n\u003cp>A public records request submitted by KQED reveals that the Bay Area Rapid Transit District paid Vito and Elizabeth Campilongo $25,000 for their property in North Oakland on Sept. 2, 1965. Adjusted for inflation, that’s about $245,000 today. These days, homes go for around $1 million in that neighborhood.\u003c/p>\n\u003cp>Janine and Johanne Dictor were excited to see the contract their relatives signed with BART, the physical evidence of their family history.\u003c/p>\n\u003cp>“Doesn’t that look like Nana’s handwriting?” Janine asked her mom.\u003c/p>\n\u003cp>But after the initial excitement, the mood turned somber.\u003c/p>\n\u003cp>“It’s about a lot more than what they were compensated,” Janine said. “It’s about the fact that they were forced into this, that they lost a lifestyle, that they lost a community,”\u003c/p>\n\u003cp>The premise of using eminent domain is that individual sacrifices are warranted to build public infrastructure. However, for families like the Dictors, the construction of BART was a painful turn in their history.\u003c/p>\n\u003cp>“After we lost that house, we lost the sense of our family in a way. It was kind of driven apart,” her mom, Johanne, added. “That house really brought us together.”\u003cbr>\n\u003cem>\u003cbr>\nSpecial thanks to Pam Uzzell for providing parts of her documentary “Welcome to the Neighborhood” and to KQED’s Dan Brekke for reporting support and data analysis. \u003c/em>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cem>Sounds of BART\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne Dictor points at the grassy median dividing the six lanes of Martin Luther King Junior Way in North Oakland. An elevated BART track towers overhead.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> I guess my grandmother’s house was right here on the, the tracks.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne’s grandparents, Vito and Elizabeth Campilongo were immigrants from Italy. They loved their home on what was then 59th and Grove street in Oakland … Grove is Martin Luther King Jr Way these days. They kept the house full of family, friends and, as is the Italian way … good food.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> So she, she had this great kitchen downstairs where she made her ravioli. She made her sausages with her women friends. They’d come over, and all day, they’d make sausages down there.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> And Vito grew food in the backyard.\u003c/p>\n\u003cp>Janine Dictor: Ah, garden, this master gardener with this beautiful, extensive garden that he used to cook these delicious Italian meals.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> This was a happy time. But it didn’t last. By the time Johanne was a teenager in the early ’60s, one topic started to dominate their family dinners.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> I remember, you know, be sitting at the table and they’d say, you know, they’re, they’re gonna take my house, they say we have to sell it. And we have to leave everything here, and you know, they just were devastated.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Ultimately, the Campilongos sold their house to BART and moved to San Leandro. Her grandfather planted a new garden, but it was never as big or as beautiful as the one in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> He’d sit on the porch like in San Leandro looking so sad, you know, (cries)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne’s daughter, Janine, grew up with this family story. But she has always thought it was odd that they didn’t know more about how it all went down.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> How many properties were acquired? Did anybody challenge, you know, Bart’s ability to acquire their property? What was the outcome of that? Um, yeah, just there seems like there must, there must be a pretty robust story behind all of this. And it’s just odd that we never have known what, quite what it is.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I’m Olivia Allen Price, and today on Bay Curious the story of how families like the Campilongos were uprooted to make way for BART. Theirs is a common story — people have been displaced for large infrastructure projects time and time again all across the United States. And it’s still happening today. Stay with us.\u003c/p>\n\u003cp>Bay Area Rapid Transit…better known as BART…is a fixture of life in the Bay Area today. But many families and businesses were displaced to build it. KQED reporter Azul Dahlstrom-Eckman is going to help us understand how it all went down.\u003c/p>\n\u003cp>\u003cem>Music starts\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In the early ’50s, the Bay Area, like much of the country, was in a post-war building boom. New houses were going up all over the region in places like Concord and Fremont. And a big question was how folks would get around.\u003c/p>\n\u003cp>\u003cem>Sounds of BART promo reel\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> State lawmakers began planning for a regional transportation system to connect the suburbs to the economic hubs of Oakland and San Francisco. There was a lot of excitement … which you can hear in this promotional video for BART.\u003c/p>\n\u003cp>\u003cstrong>BART promo reel:\u003c/strong>…To do this by weaving into the fabric of the Bay Area an entirely new and vastly better way of getting around.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In 1962, voters in Alameda, Contra Costa, and San Francisco counties approved a nearly 800 million dollar bond to build the new tracks.\u003c/p>\n\u003cp>\u003cstrong>BART promo reel:\u003c/strong>… Locations of lines and stations was the first step in the long planning process.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: But BART needed land, including in residential areas where property was already owned and inhabited by people. The Campilongos neighborhood in North Oakland was one of those areas; another was West Oakland.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: When I was a girl, there were… So 7th Street and all of West Oakland was predominantly black, owned by black people. Beautiful old Victorians were there.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Maxine Ussery was born in Oakland in 1939. Her family, like many Black families at the time, had come from the South in search of work and a better life. Maxine’s mother and father made the journey from Louisiana and settled in West Oakland. They found jobs at the nearby Naval Shipyard.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They had no problems understanding that they had to, in fact, develop their own businesses, their own services, because that’s how they lived in the South.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: She says the West Oakland community had everything they needed…drug stores, groceries, restaurants, churches, doctors and lawyers. But starting in the 1950s, successive government infrastructure projects ripped apart the fabric of this community.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They forced people to move.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Government agencies demolished homes and businesses for the Nimitz Freeway in the ’50s. Then, in the following decades, they cleared more buildings to make way for Oakland’s Main Post Office and the Acorn housing projects. And then, there was BART. The Oakland Planning Department estimates that upwards of 5,000 units of housing were destroyed in West Oakland in the 1960s alone.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: It was like a disbursement of a, of a whole group of a whole community, not just, uh, taking the buildings, it was taking people and who had lived there and who, uh, uh, teachers, um, uh, uh, educate, you know, people who were athletes, all of them were displaced.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Maxine says the effect on the community was disastrous, especially for the older folks.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They were up in age, and they were moved into areas where they, that where they could afford to go with the money they were given for BART, which was not a lot. It wasn’t enough money for them to live on.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Many of the infrastructure projects in West Oakland that Maxine talks about were only possible because of a legal tool known as eminent domain.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: So that’s the part of the Constitution that gives government the power to come along and take people’s private property even if they don’t consent.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Radhika Rao is a professor of Law at UC San Francisco College of the Law. Eminent domain allows public agencies to buy private property at “fair market value” in order to build infrastructure that is in the public interest. Think hospitals, Public Schools, Highways, Parks, and train tracks. Radhika says without it, infrastructure projects like these might never get built.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Because you could have one private property owner who says, my house stands in the way; you can’t build a highway. And then we have no highway. So, our infrastructure depends upon government having this power. It’s, it’s super important.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: But Rhadika says government agencies often target areas with lower property values because they cost less.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Of course! That’s, that just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> And the government has a long history of undervaluing properties where people of color and low-income people live and work.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: And then there are also political reasons, you know, which communities have power, um, and which communities don’t, to organize against this kind of action.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: The 1960 census reveals the parts of West Oakland hit hardest by eminent domain projects were highly segregated … as much as 95% Black … with annual incomes far lower than the city average. The neighborhood in North Oakland that the Campilongos lived in had a higher median income but was also predominantly Black. Rhadika says these communities were vulnerable to eminent domain action and less likely to fight back.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Who has the money to hire a lawyer and go to court saying this, the compensation that you’re offering me is not just compensation? It’s not fair market value.\u003c/p>\n\u003cp>\u003cem>Music starts\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> BART records show that the agency acquired approximately 2,200 properties in order to build its first 75 miles of track. Some people sold their parcels to BART willingly, but others had to be evicted.\u003c/p>\n\u003cp>\u003cstrong>Clip of news report: \u003c/strong>This is Seventh Street on Oakland’s west side.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In this KPIX news report from 1967, BART staff are evicting an elderly Black woman named Leitha Blick from the thrift store she owns.\u003c/p>\n\u003cp>\u003cstrong>News report:\u003c/strong> An admittedly blighted area, directly in the path of proposed Bay Area Rapid Transit District construction.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> That word — blighted — is important. It’s a term that was used by urban redevelopment agencies throughout the country — including in Oakland — to describe neighborhoods that were seen as deteriorating.\u003c/p>\n\u003cp>\u003cstrong>News report:\u003c/strong> Most of the homes and businesses in this area will have to be destroyed to make room for progress, and the push of progress is not always gentle. Angry and confused, many of the residents say they can’t buy new homes with the market value prices given them for the ones they now live in. Business people face the same dilemma.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In the news clip, Blick stands by with her arms crossed as workers pack her things into boxes.\u003c/p>\n\u003cp>\u003cstrong>News report footage:\u003c/strong> Miss Blick, had you and the Bay Area Rapid Transit District reached any agreement before this happened?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> No.\u003cbr>\n\u003cstrong>News reporter:\u003c/strong> Why?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> Because, uh, the price wasn’t satisfactory.\u003cbr>\n\u003cstrong>News reporter:\u003c/strong> You didn’t think they were offering you enough money for your merchandise?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> That’s correct. Moving us out, and we had no place to go, and I didn’t think they were offering enough, no way.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Blick tried to stop BART from taking her property…but ultimately lost. But there are some examples of people successfully altering BART’s plan.\u003cbr>\n\u003cstrong>\u003cbr>\nDocumentary footage:\u003c/strong> Berkeley was basically a segregated city. So, the whole of South Berkeley was pretty much a black neighborhood.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman: \u003c/strong>Pam Uzzell’s documentary “Welcome to the Neighborhood” chronicles one effort in Berkeley. It profiles Mable Howard, who argued that BART’s plan to put raised tracks through part of the city would divide it along racial lines.\u003c/p>\n\u003cp>\u003cstrong>Documentary footage: \u003c/strong>A woman who said, I won’t have The city of Berkeley, divided in half, there won’t be any other side of the tracks.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In 1966, Berkeley voters approved a tax that would pay to put BART completely underground in Berkeley. But BART proposed a design for Ashby station that was slightly above ground. So Mable Howard teamed up with Ron Dellums, then a city council member, to sue the agency. Here’s a lawyer on the case, Matthew Weinberg.\u003c/p>\n\u003cp>\u003cstrong>Matthew Weinberg:\u003c/strong> We won the case. How do we know we won the case? Go to Berkeley. You’ll see the whole thing’s underground.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman: \u003c/strong>BART acknowledges this legacy of displacement and struggle. Here’s Chief Communications Officer Alicia Trost.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost: \u003c/strong>There was a lot of generational wealth that was deeply impacted, if not destroyed, because of the building of the BART system.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> BART now has an office of civil rights, and other equity initiatives that Trost says are critical to rebuilding trust.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost:\u003c/strong> And especially when we’re building on our land, uh, we want to make sure there’s a carve-out specifically for affordable housing and that we are in a daily conversation with the community to make sure what we’re building is something that they want.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> As the agency imagines building a possible second transbay tube, Trost says they’re also developing anti-displacement goals.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost:\u003c/strong> Which, if that’s not lessons learned, you know, I don’t know what is.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> I’ve gone through multiple public records requests and dozens of deeds, right-of-way contracts, and insurance policies for this story. At the end of it all, I paid another visit to Janine, our question-asker, and her mom, Johanne. I had something for them.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman, talking to the Dictors:\u003c/strong> I actually found the contract that your grandparents signed with Bart, so here it is. And so this, you can see, like it says right-of-way contract, and it has your grandparents’ names on it.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Oh, is that all they, so it was just 25,000. Is that right? Oh my God. Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman talking to the Dictors:\u003c/strong> We’re looking at the original contract between Vito and Elizabeth Campilongo and the Bay Area Rapid Transportation District, dated Sept. 2, 1965.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> And it looks like my grandmother’s handwriting, too, actually.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Oh, it does?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> It shows the Campilongos agreed to sell their property for $25,000. Adjusted for inflation, that’s about 245,000 dollars today. These days, homes go for around a million in that neighborhood.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> Doesn’t it look like Nana’s?\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Not really.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor: \u003c/strong>That floral?\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Yeah, a little bit, but hers was, yeah, she had a good penmanship, Nana. Yeah,\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Janine and Johanne are excited to see the physical evidence of their family history. But after the initial excitement, the mood is somber.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> Going through this process, it’s like you realize it’s like about a lot more than what they were compensated, right? It’s about the fact that they were forced into this, that they lost a lifestyle, that they lost a community, you know. So, even if they got a good price, it’s kind of like, there’s still something to mourn there right about their experience.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> The word progress comes up a lot when talking about these kinds of projects. The idea is that progress, the greater good, justifies the sacrifice some families have to make. But for families like the Dictors, progress could feel like a step in the wrong direction. Here’s Johanne.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor: \u003c/strong>After we lost that house, we lost the sense of our family in a way, it seemed like. It was kind of driven apart. Because that house really brought us together. More than the house in San Leandro, you know.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Public infrastructure is often seen as a kind of equalizer … it’s something we all pay for and that anyone can use. But the fact is … some people had to pay more than others.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> That was KQED reporter Azul Dahlstrom-Eckman.The use of eminent domain led to the displacement in some of the stories we explored today. It was often used to displace communities of color to make way for various infrastructure projects around the state. As part of its reparations efforts, California is now considering a bill that would compensate people if they can prove racism or discrimination prevented them from getting just compensation. To learn more about California’s reparations efforts, check out KQED’s coverage at KQED dot org slash reparations.\u003c/p>\n\u003cp>Special Thanks to Pam Uzzell for allowing us to use clips from her documentary “Welcome to the Neighborhood” in this story.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>This episode was edited by Katrina Schwartz.\u003cbr>\n\u003cstrong>Olivia Allen-Price:\u003c/strong> Produced by Olivia Allen-Price.\u003cbr>\n\u003cstrong>Tamuna Chkareuli:\u003c/strong> Tamuna Chkareuli\u003cbr>\n\u003cstrong>Pauline Bartolone:\u003c/strong> Pauline Bartolone\u003cbr>\n\u003cstrong>Christopher Beale:\u003c/strong> And Christopher Beale.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We get additional support from:\u003cbr>\n\u003cstrong>Jen Chien:\u003c/strong> Jen Chien\u003cbr>\n\u003cstrong>Katie Sprenger:\u003c/strong> Katie Sprenger\u003cbr>\n\u003cstrong>Cesar Saldaña:\u003c/strong> Cesar Saldaña\u003cbr>\n\u003cstrong>Maha Sanad:\u003c/strong> Maha Sanad\u003cbr>\n\u003cstrong>Xorje Olivares:\u003c/strong> Xorje Olivares:\u003cbr>\n\u003cstrong>Olivia Allen-Price:\u003c/strong> And the whole KQED family. Have a great week, everyone.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","stats":{"hasVideo":false,"hasChartOrMap":false,"hasAudio":false,"hasPolis":false,"wordCount":4872,"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"iframeSrcs":[],"paragraphCount":141},"modified":1715965297,"excerpt":"Building the BART system in the 1960s required thousands of parcels of land. Decades later, memories of the homes and communities that were destroyed remain strong","headData":{"twImgId":"","twTitle":"","ogTitle":"","ogImgId":"","twDescription":"","description":"Building the BART system in the 1960s required thousands of parcels of land. Decades later, memories of the homes and communities that were destroyed remain strong","title":"When BART Was Built, People — and Houses — Had to Go | KQED","ogDescription":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"When BART Was Built, People — and Houses — Had to Go","datePublished":"2024-05-16T03:00:27-07:00","dateModified":"2024-05-17T10:01:37-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"guestAuthors":[],"slug":"when-bart-was-built-people-and-houses-had-to-go","status":"publish","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/pdst.fm/e/chrt.fm/track/G6C7C3/traffic.megaphone.fm/KQINC5722041302.mp3?updated=1715818705","excludeFromSiteSearch":"Include","sticky":false,"articleAge":"0","nprStoryId":"kqed-11986396","path":"/news/11986396/when-bart-was-built-people-and-houses-had-to-go","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#episode-transcript\">View the full episode transcript.\u003c/a>\u003c/p>\n\u003cp>Back in the early 1960s, when BART was just a sketch on a map, planners with the young transit agency had a task in front of them. BART had to acquire around 2,200 parcels of land in order to build the transportation system.\u003c/p>\n\u003cp>Exactly how the agency went about getting that land was something that always puzzled Janine Dictor.\u003c/p>\n\u003cp>For her, the question was also personal. Growing up, her family would tell stories about an amazing house her great-grandparents used to own in North Oakland, at 59th, and what is now Martin Luther King Jr. Way (it was called Grove Street back then). But the stories always ended with how they had to sell their home to BART.\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>“There was always a sad tone to the story as if they didn’t have control over it,” Dictor said.\u003c/p>\n\u003cp>Dictor’s great-grandparents, Vito and Elizabeth Campilongo, loved that house. They were both immigrants from Italy, and they kept the house full of family, friends and good food. Vito tended a bountiful garden in the backyard.\u003c/p>\n\u003cp>“My grandmother loved to cook in the basement,” said Johanne Dictor, Janine’s mother. “She had this great kitchen downstairs where she made her ravioli; she made her sausages with her women friends.”\u003c/p>\n\u003cp>It was a happy time, but it didn’t last. By the time Johanne was a teenager in the early ‘60s, one topic started to dominate their family dinners.\u003c/p>\n\u003cp>“I remember we’d be sitting at the table and they’d say, ‘They’re going to take my house, they say we have to sell it. And we have to leave everything here.’ And you know, they just were devastated,” said Johanne about her grandparents.\u003c/p>\n\u003cp>Ultimately, the Campilongos sold their house to BART and moved to San Leandro. Her grandfather planted a new garden, but he felt it was never as big or as beautiful as the one in Oakland.\u003c/p>\n\u003cp>“He’d sit on the porch in San Leandro looking so sad,” remembers Johanne.\u003c/p>\n\u003cp>All this history left Janine wondering how exactly the sale of her great-grandparents’ house went down. So she asked KQED’s Bay Curious to look into how much property BART acquired at the time of its inception and whether any homeowners challenged the agency.\u003c/p>\n\u003cp>“There must be a pretty robust story behind all of this, and it’s just odd that we never have known quite what it is,” Janine said.\u003c/p>\n\u003cfigure id=\"attachment_11986429\" class=\"wp-caption aligncenter\" style=\"max-width: 1384px\">\u003ca href=\"https://ww2.kqed.org/news/2024/05/16/when-bart-was-built-people-and-houses-had-to-go/vito_elizabeth_family/\" rel=\"attachment wp-att-11986429\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11986429\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family.png\" alt=\"An old black-and-white photo of a family in their living room\" width=\"1384\" height=\"1020\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family.png 1384w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-800x590.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-1020x752.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Vito_Elizabeth_family-160x118.png 160w\" sizes=\"(max-width: 1384px) 100vw, 1384px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Vito and Elizabeth Campilongo (center) left their North Oakland home in the 1960s to make room for a BART line. \u003ccite>(Courtesy of the Campilongo family)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>And so BART begins\u003c/h2>\n\u003cp>Like much of the country in the early 1950s, the Bay Area was in a post-war building boom. New houses were going up all over the region, in places like Concord and Fremont. City planners had to figure out how folks would get around and travel between all these developments.\u003c/p>\n\u003cp>State lawmakers began \u003ca href=\"https://www.foundsf.org/index.php?title=San_Francisco_Bay_Area_Rapid_Transit_Commission%E2%80%94The_Beginnings\">mapping out\u003c/a> a regional transportation system to connect the suburbs to the economic hubs of Oakland and San Francisco. In 1957, they passed a bill creating the Bay Area Rapid Transit District.\u003c/p>\n\u003cp>But BART needed land, including in residential areas where property was already owned and inhabited by people. As an entity charged with building public infrastructure, BART was given the power of eminent domain, a legal tool that helped it acquire the needed property.\u003c/p>\n\u003cp>According to Radhika Rao, a professor at UC San Francisco College of the Law, eminent domain allows the government to take people’s property “even if they don’t consent,” as long as it pays them fair market value for it.\u003c/p>\n\u003cp>Eminent domain is an important tool for governments, said Rao, because infrastructure projects like hospitals, public schools, highways, parks and train tracks might never be built without it.\u003c/p>\n\u003cp>“Because you could have one private property owner who says, ‘My house stands in the way, you can’t build a highway,’ and then we have no highway. So our infrastructure depends upon government having this power,” Rao said.\u003c/p>\n\u003cp>However, Rao says, historically, the use of eminent domain in California has disproportionately affected low-income people and communities of color.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘That just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Radhika Rao, UC San Francisco College of Law","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>One reason, she said, is that government agencies often use eminent domain in areas with lower property values since it costs them less to acquire that property.\u003c/p>\n\u003cp>“That just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?” Rao said.\u003c/p>\n\u003cp>Another reason for the disproportionate impact, suggests Rao, is that government officials choose to develop areas where residents are less likely to organize against them.\u003c/p>\n\u003cp>“Who has the money to hire a lawyer and go to court saying, ‘the compensation that you’re offering me is not fair market value?’ Rao said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>West Oakland residents displaced\u003c/h2>\n\u003cp>One of the places in the Bay Area hit hardest by eminent domain projects — including, but not limited to, BART construction — was West Oakland.\u003c/p>\n\u003cp>Maxine Willis Ussery was born in Shreveport, Louisiana in 1939, but her family moved to West Oakland when she was just a few years old.\u003c/p>\n\u003cp>“When I was a girl, Seventh Street and all of West Oakland was predominantly Black, owned by Black people. Beautiful old Victorians were there,” Willis Ussery said.\u003c/p>\n\u003cp>Her family, like many Black families at the time, had come from the South in search of work and a better life. Her mother and father made the journey from Louisiana and settled in West Oakland. They found jobs at the nearby Naval shipyard.\u003c/p>\n\u003cp>“They had no problems understanding that they had to develop their own businesses, their own services because that’s how they lived in the South,” Willis Ussery said.\u003c/p>\n\u003cp>She says the West Oakland community had everything they needed: drug stores, groceries, restaurants, churches, doctors, and lawyers. But starting in the 1950s, successive government infrastructure projects ripped apart the fabric of this community.\u003c/p>\n\u003cp>First, government agencies demolished homes and businesses for the Nimitz Freeway (Interstate 880) in the 1950s. Then, in the following decades, they cleared more buildings to make way for the Oakland Main Post Office and the Acorn housing projects. And then, \u003ca href=\"https://diva.sfsu.edu/collections/sfbatv/bundles/232778\">there was BART\u003c/a>. The Oakland Planning Department estimates that between 5,100 and 9,700 housing units were lost in West Oakland in the 1960s alone.\u003c/p>\n\u003cp>“It was like a dispersement of a whole community, not just taking the buildings, it was taking people who had lived there. Teachers, athletes, all of them were displaced,” Willis Ussery said.\u003c/p>\n\u003cp>The effect on the community was disastrous, she said, especially for the older folks.\u003c/p>\n\u003cp>“They were up in age, and they were moved into areas where they could afford to go with the money they were given for BART, which was not a lot,” Willis Ussery said.\u003c/p>\n\u003cp>A KQED analysis of the 1960 census reveals that the West Oakland census tracts hardest hit by eminent domain were where people of color lived — in some areas, as many as 95% of the residents were Black. Annual incomes in the development zones were also far lower than the city average. The neighborhood in North Oakland where the Campilongos lived had a higher median income but was also predominantly Black.\u003c/p>\n\u003cfigure id=\"attachment_11986231\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://ww2.kqed.org/news/240514-eminentdomain-25-bl-kqed/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11986231\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED.jpg\" alt=\"A BART train above two streets intersecting\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240514-EMINENTDOMAIN-25-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART train runs along the tracks at 59th Street and Martin Luther King Jr Way in Oakland on May 14, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Berkeley residents resist BART plans\u003c/h2>\n\u003cp>Some East Bay residents, such as Mable Howard of Berkeley, successfully altered BART’s path.\u003c/p>\n\u003cp>Howard argued that BART’s plan to construct raised tracks through part of the city would further divide it along racial lines. Her legal challenge was highlighted in the documentary “\u003ca href=\"https://video.kqed.org/video/welcome-to-the-neighborhood-truly-ca-zag6fb/\">Welcome to the Neighborhood\u003c/a>.”\u003c/p>\n\u003cp>As the documentary explains, in 1966, Berkeley voters approved a tax that would pay to put BART completely underground.\u003c/p>\n\u003cp>But BART proposed a design for the Ashby station that was slightly above ground. Howard felt that the design would further segregate the city. She teamed up with the late East Bay politician Ron Dellums, then a city council member, to successfully sue the agency to underground all their Berkeley infrastructure.\u003c/p>\n\u003cp>“We won the case. How do we know we won the case? Go to Berkeley. You’ll see the whole thing’s underground,” said attorney Matthew Weinberg in the film.\u003c/p>\n\u003ch2>BART spokesperson: ‘Lessons learned’\u003c/h2>\n\u003cp>These days, it is hard to imagine a Bay Area without BART. People from all over the Bay Area make millions of trips on it every month. Even the aerial tracks that tower over Martin Luther King Jr. Way, where the Campilongo house used to stand, seem to blend into the background of freeways and buildings.\u003c/p>\n\u003cp>BART’s Chief Communications Officer Alicia Trost says it’s still important for the agency to acknowledge the past harms that the agency committed.\u003c/p>\n\u003cp>“There was a lot of generational wealth that was deeply impacted, if not destroyed, because of the building of the BART system,” Trost said.\u003c/p>\n\u003cp>BART now has an Office of Civil Rights and other equity initiatives that Trost says are critical to rebuilding trust with the community.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘There was a lot of generational wealth that was deeply impacted if not destroyed because of the building of the BART system.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Alicia Trost, BART","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Especially when we’re building on our land, we want to make sure there’s a carve-out specifically for affordable housing and that we are in a daily conversation with the community to make sure what we’re building is something that they want,” Trost said.\u003c/p>\n\u003cp>As the agency imagines future development, like building a possible second transbay tube between San Francisco and Oakland, she says they’re also developing plans to prevent the displacement of residents.\u003c/p>\n\u003cp>Trost said the uprooting of residents to create BART in the 1960s provided “lessons learned,” and mistakes that shouldn’t be repeated were made.\u003c/p>\n\u003cp>State leaders are also looking at the long-term impact that eminent domain property transfers have had on families and communities.\u003c/p>\n\u003cp>California State Senator Steven Bradford, a member of California’s \u003ca href=\"https://www.kqed.org/reparations\">Reparations Task Force\u003c/a>, introduced a bill in February that would compensate former property owners if their parcel was taken through eminent domain, but they didn’t receive just compensation due to racism or discrimination by the government.\u003c/p>\n\u003ch2>The price the Campilongos paid\u003c/h2>\n\u003cfigure id=\"attachment_11986413\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/2024/05/16/when-bart-was-built-people-and-houses-had-to-go/campilongo_contract_page_01/\" rel=\"attachment wp-att-11986413\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11986413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-800x1032.jpg\" alt=\"\" width=\"800\" height=\"1032\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-800x1032.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1020x1316.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-160x206.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1190x1536.jpg 1190w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01-1587x2048.jpg 1587w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Campilongo_contract_Page_01.jpg 1701w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The contract the Campilongos signed with BART.\u003c/figcaption>\u003c/figure>\n\u003cp>A public records request submitted by KQED reveals that the Bay Area Rapid Transit District paid Vito and Elizabeth Campilongo $25,000 for their property in North Oakland on Sept. 2, 1965. Adjusted for inflation, that’s about $245,000 today. These days, homes go for around $1 million in that neighborhood.\u003c/p>\n\u003cp>Janine and Johanne Dictor were excited to see the contract their relatives signed with BART, the physical evidence of their family history.\u003c/p>\n\u003cp>“Doesn’t that look like Nana’s handwriting?” Janine asked her mom.\u003c/p>\n\u003cp>But after the initial excitement, the mood turned somber.\u003c/p>\n\u003cp>“It’s about a lot more than what they were compensated,” Janine said. “It’s about the fact that they were forced into this, that they lost a lifestyle, that they lost a community,”\u003c/p>\n\u003cp>The premise of using eminent domain is that individual sacrifices are warranted to build public infrastructure. However, for families like the Dictors, the construction of BART was a painful turn in their history.\u003c/p>\n\u003cp>“After we lost that house, we lost the sense of our family in a way. It was kind of driven apart,” her mom, Johanne, added. “That house really brought us together.”\u003cbr>\n\u003cem>\u003cbr>\nSpecial thanks to Pam Uzzell for providing parts of her documentary “Welcome to the Neighborhood” and to KQED’s Dan Brekke for reporting support and data analysis. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003cem>Sounds of BART\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne Dictor points at the grassy median dividing the six lanes of Martin Luther King Junior Way in North Oakland. An elevated BART track towers overhead.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> I guess my grandmother’s house was right here on the, the tracks.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne’s grandparents, Vito and Elizabeth Campilongo were immigrants from Italy. They loved their home on what was then 59th and Grove street in Oakland … Grove is Martin Luther King Jr Way these days. They kept the house full of family, friends and, as is the Italian way … good food.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> So she, she had this great kitchen downstairs where she made her ravioli. She made her sausages with her women friends. They’d come over, and all day, they’d make sausages down there.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> And Vito grew food in the backyard.\u003c/p>\n\u003cp>Janine Dictor: Ah, garden, this master gardener with this beautiful, extensive garden that he used to cook these delicious Italian meals.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> This was a happy time. But it didn’t last. By the time Johanne was a teenager in the early ’60s, one topic started to dominate their family dinners.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> I remember, you know, be sitting at the table and they’d say, you know, they’re, they’re gonna take my house, they say we have to sell it. And we have to leave everything here, and you know, they just were devastated.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Ultimately, the Campilongos sold their house to BART and moved to San Leandro. Her grandfather planted a new garden, but it was never as big or as beautiful as the one in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> He’d sit on the porch like in San Leandro looking so sad, you know, (cries)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Johanne’s daughter, Janine, grew up with this family story. But she has always thought it was odd that they didn’t know more about how it all went down.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> How many properties were acquired? Did anybody challenge, you know, Bart’s ability to acquire their property? What was the outcome of that? Um, yeah, just there seems like there must, there must be a pretty robust story behind all of this. And it’s just odd that we never have known what, quite what it is.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I’m Olivia Allen Price, and today on Bay Curious the story of how families like the Campilongos were uprooted to make way for BART. Theirs is a common story — people have been displaced for large infrastructure projects time and time again all across the United States. And it’s still happening today. Stay with us.\u003c/p>\n\u003cp>Bay Area Rapid Transit…better known as BART…is a fixture of life in the Bay Area today. But many families and businesses were displaced to build it. KQED reporter Azul Dahlstrom-Eckman is going to help us understand how it all went down.\u003c/p>\n\u003cp>\u003cem>Music starts\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In the early ’50s, the Bay Area, like much of the country, was in a post-war building boom. New houses were going up all over the region in places like Concord and Fremont. And a big question was how folks would get around.\u003c/p>\n\u003cp>\u003cem>Sounds of BART promo reel\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> State lawmakers began planning for a regional transportation system to connect the suburbs to the economic hubs of Oakland and San Francisco. There was a lot of excitement … which you can hear in this promotional video for BART.\u003c/p>\n\u003cp>\u003cstrong>BART promo reel:\u003c/strong>…To do this by weaving into the fabric of the Bay Area an entirely new and vastly better way of getting around.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In 1962, voters in Alameda, Contra Costa, and San Francisco counties approved a nearly 800 million dollar bond to build the new tracks.\u003c/p>\n\u003cp>\u003cstrong>BART promo reel:\u003c/strong>… Locations of lines and stations was the first step in the long planning process.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: But BART needed land, including in residential areas where property was already owned and inhabited by people. The Campilongos neighborhood in North Oakland was one of those areas; another was West Oakland.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: When I was a girl, there were… So 7th Street and all of West Oakland was predominantly black, owned by black people. Beautiful old Victorians were there.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Maxine Ussery was born in Oakland in 1939. Her family, like many Black families at the time, had come from the South in search of work and a better life. Maxine’s mother and father made the journey from Louisiana and settled in West Oakland. They found jobs at the nearby Naval Shipyard.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They had no problems understanding that they had to, in fact, develop their own businesses, their own services, because that’s how they lived in the South.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: She says the West Oakland community had everything they needed…drug stores, groceries, restaurants, churches, doctors and lawyers. But starting in the 1950s, successive government infrastructure projects ripped apart the fabric of this community.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They forced people to move.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Government agencies demolished homes and businesses for the Nimitz Freeway in the ’50s. Then, in the following decades, they cleared more buildings to make way for Oakland’s Main Post Office and the Acorn housing projects. And then, there was BART. The Oakland Planning Department estimates that upwards of 5,000 units of housing were destroyed in West Oakland in the 1960s alone.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: It was like a disbursement of a, of a whole group of a whole community, not just, uh, taking the buildings, it was taking people and who had lived there and who, uh, uh, teachers, um, uh, uh, educate, you know, people who were athletes, all of them were displaced.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Maxine says the effect on the community was disastrous, especially for the older folks.\u003c/p>\n\u003cp>\u003cstrong>Maxine Ussery\u003c/strong>: They were up in age, and they were moved into areas where they, that where they could afford to go with the money they were given for BART, which was not a lot. It wasn’t enough money for them to live on.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Many of the infrastructure projects in West Oakland that Maxine talks about were only possible because of a legal tool known as eminent domain.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: So that’s the part of the Constitution that gives government the power to come along and take people’s private property even if they don’t consent.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: Radhika Rao is a professor of Law at UC San Francisco College of the Law. Eminent domain allows public agencies to buy private property at “fair market value” in order to build infrastructure that is in the public interest. Think hospitals, Public Schools, Highways, Parks, and train tracks. Radhika says without it, infrastructure projects like these might never get built.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Because you could have one private property owner who says, my house stands in the way; you can’t build a highway. And then we have no highway. So, our infrastructure depends upon government having this power. It’s, it’s super important.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: But Rhadika says government agencies often target areas with lower property values because they cost less.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Of course! That’s, that just makes economic sense, right? Why would government situate your infrastructure in a place where you have to pay more?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> And the government has a long history of undervaluing properties where people of color and low-income people live and work.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: And then there are also political reasons, you know, which communities have power, um, and which communities don’t, to organize against this kind of action.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman\u003c/strong>: The 1960 census reveals the parts of West Oakland hit hardest by eminent domain projects were highly segregated … as much as 95% Black … with annual incomes far lower than the city average. The neighborhood in North Oakland that the Campilongos lived in had a higher median income but was also predominantly Black. Rhadika says these communities were vulnerable to eminent domain action and less likely to fight back.\u003c/p>\n\u003cp>\u003cstrong>Radhika Rao\u003c/strong>: Who has the money to hire a lawyer and go to court saying this, the compensation that you’re offering me is not just compensation? It’s not fair market value.\u003c/p>\n\u003cp>\u003cem>Music starts\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> BART records show that the agency acquired approximately 2,200 properties in order to build its first 75 miles of track. Some people sold their parcels to BART willingly, but others had to be evicted.\u003c/p>\n\u003cp>\u003cstrong>Clip of news report: \u003c/strong>This is Seventh Street on Oakland’s west side.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In this KPIX news report from 1967, BART staff are evicting an elderly Black woman named Leitha Blick from the thrift store she owns.\u003c/p>\n\u003cp>\u003cstrong>News report:\u003c/strong> An admittedly blighted area, directly in the path of proposed Bay Area Rapid Transit District construction.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> That word — blighted — is important. It’s a term that was used by urban redevelopment agencies throughout the country — including in Oakland — to describe neighborhoods that were seen as deteriorating.\u003c/p>\n\u003cp>\u003cstrong>News report:\u003c/strong> Most of the homes and businesses in this area will have to be destroyed to make room for progress, and the push of progress is not always gentle. Angry and confused, many of the residents say they can’t buy new homes with the market value prices given them for the ones they now live in. Business people face the same dilemma.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In the news clip, Blick stands by with her arms crossed as workers pack her things into boxes.\u003c/p>\n\u003cp>\u003cstrong>News report footage:\u003c/strong> Miss Blick, had you and the Bay Area Rapid Transit District reached any agreement before this happened?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> No.\u003cbr>\n\u003cstrong>News reporter:\u003c/strong> Why?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> Because, uh, the price wasn’t satisfactory.\u003cbr>\n\u003cstrong>News reporter:\u003c/strong> You didn’t think they were offering you enough money for your merchandise?\u003cbr>\n\u003cstrong>Blick:\u003c/strong> That’s correct. Moving us out, and we had no place to go, and I didn’t think they were offering enough, no way.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Blick tried to stop BART from taking her property…but ultimately lost. But there are some examples of people successfully altering BART’s plan.\u003cbr>\n\u003cstrong>\u003cbr>\nDocumentary footage:\u003c/strong> Berkeley was basically a segregated city. So, the whole of South Berkeley was pretty much a black neighborhood.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman: \u003c/strong>Pam Uzzell’s documentary “Welcome to the Neighborhood” chronicles one effort in Berkeley. It profiles Mable Howard, who argued that BART’s plan to put raised tracks through part of the city would divide it along racial lines.\u003c/p>\n\u003cp>\u003cstrong>Documentary footage: \u003c/strong>A woman who said, I won’t have The city of Berkeley, divided in half, there won’t be any other side of the tracks.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> In 1966, Berkeley voters approved a tax that would pay to put BART completely underground in Berkeley. But BART proposed a design for Ashby station that was slightly above ground. So Mable Howard teamed up with Ron Dellums, then a city council member, to sue the agency. Here’s a lawyer on the case, Matthew Weinberg.\u003c/p>\n\u003cp>\u003cstrong>Matthew Weinberg:\u003c/strong> We won the case. How do we know we won the case? Go to Berkeley. You’ll see the whole thing’s underground.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman: \u003c/strong>BART acknowledges this legacy of displacement and struggle. Here’s Chief Communications Officer Alicia Trost.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost: \u003c/strong>There was a lot of generational wealth that was deeply impacted, if not destroyed, because of the building of the BART system.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> BART now has an office of civil rights, and other equity initiatives that Trost says are critical to rebuilding trust.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost:\u003c/strong> And especially when we’re building on our land, uh, we want to make sure there’s a carve-out specifically for affordable housing and that we are in a daily conversation with the community to make sure what we’re building is something that they want.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> As the agency imagines building a possible second transbay tube, Trost says they’re also developing anti-displacement goals.\u003c/p>\n\u003cp>\u003cstrong>Alicia Trost:\u003c/strong> Which, if that’s not lessons learned, you know, I don’t know what is.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> I’ve gone through multiple public records requests and dozens of deeds, right-of-way contracts, and insurance policies for this story. At the end of it all, I paid another visit to Janine, our question-asker, and her mom, Johanne. I had something for them.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman, talking to the Dictors:\u003c/strong> I actually found the contract that your grandparents signed with Bart, so here it is. And so this, you can see, like it says right-of-way contract, and it has your grandparents’ names on it.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Oh, is that all they, so it was just 25,000. Is that right? Oh my God. Oh my gosh.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman talking to the Dictors:\u003c/strong> We’re looking at the original contract between Vito and Elizabeth Campilongo and the Bay Area Rapid Transportation District, dated Sept. 2, 1965.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> And it looks like my grandmother’s handwriting, too, actually.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Oh, it does?\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> It shows the Campilongos agreed to sell their property for $25,000. Adjusted for inflation, that’s about 245,000 dollars today. These days, homes go for around a million in that neighborhood.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> Doesn’t it look like Nana’s?\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Not really.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor: \u003c/strong>That floral?\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor:\u003c/strong> Yeah, a little bit, but hers was, yeah, she had a good penmanship, Nana. Yeah,\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Janine and Johanne are excited to see the physical evidence of their family history. But after the initial excitement, the mood is somber.\u003c/p>\n\u003cp>\u003cstrong>Janine Dictor:\u003c/strong> Going through this process, it’s like you realize it’s like about a lot more than what they were compensated, right? It’s about the fact that they were forced into this, that they lost a lifestyle, that they lost a community, you know. So, even if they got a good price, it’s kind of like, there’s still something to mourn there right about their experience.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> The word progress comes up a lot when talking about these kinds of projects. The idea is that progress, the greater good, justifies the sacrifice some families have to make. But for families like the Dictors, progress could feel like a step in the wrong direction. Here’s Johanne.\u003c/p>\n\u003cp>\u003cstrong>Johanne Dictor: \u003c/strong>After we lost that house, we lost the sense of our family in a way, it seemed like. It was kind of driven apart. Because that house really brought us together. More than the house in San Leandro, you know.\u003c/p>\n\u003cp>\u003cstrong>Azul Dahlstrom-Eckman:\u003c/strong> Public infrastructure is often seen as a kind of equalizer … it’s something we all pay for and that anyone can use. But the fact is … some people had to pay more than others.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> That was KQED reporter Azul Dahlstrom-Eckman.The use of eminent domain led to the displacement in some of the stories we explored today. It was often used to displace communities of color to make way for various infrastructure projects around the state. As part of its reparations efforts, California is now considering a bill that would compensate people if they can prove racism or discrimination prevented them from getting just compensation. To learn more about California’s reparations efforts, check out KQED’s coverage at KQED dot org slash reparations.\u003c/p>\n\u003cp>Special Thanks to Pam Uzzell for allowing us to use clips from her documentary “Welcome to the Neighborhood” in this story.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>This episode was edited by Katrina Schwartz.\u003cbr>\n\u003cstrong>Olivia Allen-Price:\u003c/strong> Produced by Olivia Allen-Price.\u003cbr>\n\u003cstrong>Tamuna Chkareuli:\u003c/strong> Tamuna Chkareuli\u003cbr>\n\u003cstrong>Pauline Bartolone:\u003c/strong> Pauline Bartolone\u003cbr>\n\u003cstrong>Christopher Beale:\u003c/strong> And Christopher Beale.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We get additional support from:\u003cbr>\n\u003cstrong>Jen Chien:\u003c/strong> Jen Chien\u003cbr>\n\u003cstrong>Katie Sprenger:\u003c/strong> Katie Sprenger\u003cbr>\n\u003cstrong>Cesar Saldaña:\u003c/strong> Cesar Saldaña\u003cbr>\n\u003cstrong>Maha Sanad:\u003c/strong> Maha Sanad\u003cbr>\n\u003cstrong>Xorje Olivares:\u003c/strong> Xorje Olivares:\u003cbr>\n\u003cstrong>Olivia Allen-Price:\u003c/strong> And the whole KQED family. Have a great week, everyone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11986396/when-bart-was-built-people-and-houses-had-to-go","authors":["11785"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_8"],"tags":["news_269","news_30652","news_1764","news_2318"],"featImg":"news_11986229","label":"news_33523"},"news_11985965":{"type":"posts","id":"news_11985965","meta":{"index":"posts_1716263798","site":"news","id":"11985965","score":null,"sort":[1715684417000]},"guestAuthors":[],"slug":"we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working","title":"'We Approach in Peace': Are BART's Efforts to Help People in Crisis Working?","publishDate":1715684417,"format":"standard","headTitle":"‘We Approach in Peace’: Are BART’s Efforts to Help People in Crisis Working? | KQED","labelTerm":{"site":"news"},"content":"\u003cp>On a recent rainy morning, Stephine Barnes paces slowly through a covered outdoor walkway off the main entrance of the San Leandro BART station.\u003c/p>\n\u003cp>“People like to camp out here because you have shelter. There’s no rain, it’s dry. So people just find little nooks and crannies,” Barnes says, surveying the area. “It’s usually where we find a lot of people in the wee hours of the morning, sleeping, camped out, wandering around.”\u003c/p>\n\u003cp>Barnes is a BART crisis intervention specialist, and her job entails seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. She and her partner for the day, Natalie Robinson, are part of the agency’s ambitious new efforts to address a slew of human crises that show up on BART’s trains and platforms every day — without involving the police.\u003c/p>\n\u003cp>They spot a young woman with glasses and a purple bow in her hair who is hastily pulling belongings from a bike locker. Two roller bags, a dirty blanket and a ragged stuffed octopus are among the random array of possessions splayed on the ground around her.\u003c/p>\n\u003cp>Barnes and Robinson approach cautiously, mindful of a large Rottweiler sitting nearby.\u003c/p>\n\u003cp>“We like to connect people with resources,” Robinson says. “So if you have a need for shelter, housing, anything like that, you can let us know.”\u003c/p>\n\u003cp>The woman, who gives her name as Cat, seems tentative but receptive. She tells them that she and her boyfriend arrived recently from Southern California. They had been living in their car and storing their belongings in the bike locker. But BART police had just ordered them to clear out.\u003c/p>\n\u003cp>Cat nods to the dog, which sports a black-and-white smiley face bandana around its neck. “That’s Einstein,” she says. “He’s our son.”\u003c/p>\n\u003cp>“Oh, my goodness, you’re just a sweetheart,” Barnes exclaims, patting the dog’s head.\u003c/p>\n\u003cfigure id=\"attachment_11979248\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979248 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\" alt=\"A middle-aged Black woman speaks to a younger woman wearing a purple hair decoration.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Outside the San Leandro Bart station, BART Crisis Intervention Specialist Stephine Barnes tells an unhoused person named Cat about a nearby housing assistance program. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She tells Cat to take her time retrieving her belongings, and emphasizes that she and Robinson are not police officers and aren’t there to pressure her to leave.\u003c/p>\n\u003cp>“If you guys are interested in getting on the list for permanent housing in Alameda County, there’s a place called Hedco in Hayward,” Barnes tells her. “You can get coffee in the morning and all that kind of stuff. And then they put you in line on how to get these resources for housing and all of those things Alameda County offers.”\u003c/p>\n\u003cp>Robinson explains how to get there and hands Cat her card, telling her to call if she needs anything.\u003c/p>\n\u003cp>“I’m really bad with resources, honestly. So this is great,” Cat says, stuffing the card in her jacket pocket and continuing her hurried packing.\u003c/p>\n\u003cp>“You don’t have to be out here forever,” Robinson says as she and Barnes wish Cat luck and head back toward the station.\u003c/p>\n\u003cp>They’ll probably never know if she follows through.\u003c/p>\n\u003cp>“It varies widely,” Robinson says. “We could bring someone to a resource, and they literally don’t walk in the door, or we connect somebody, and they follow all the way through.”\u003c/p>\n\u003ch2>\u003cb>‘Customer service on steroids’\u003c/b>\u003c/h2>\n\u003cp>In 2021, Barnes and Robinson, both seasoned BART employees, were among the first to join the crisis intervention team, now a 20-member crew dispatched throughout the 50-station transit system to offer help to people who appear to be overtly in need of it.\u003c/p>\n\u003cp>Finding that population has gotten a good deal easier in recent years, amid a discernible uptick in the number of people on BART’s trains and platforms experiencing homelessness or suffering from serious mental health issues — a trend that mirrors \u003ca href=\"https://www.sfchronicle.com/bayarea/article/homeless-populations-surge-11-in-san-jose-and-8-17176329.php\">the overall surge\u003c/a> in the Bay Area’s unhoused population since the start of the pandemic.\u003c/p>\n\u003cp>BART realized “a lot of the problems that were happening outside the station were coming inside the station,” says Barnes, 53, who was a station agent for 27 years, most recently at the Coliseum station in Oakland, before taking this job. “And, of course, as an agent, you see that firsthand.”\u003c/p>\n\u003cp>BART’s boots-on-the-ground outreach approach, launched in the depths of the pandemic, marks a notable foray into social services for an agency whose main objective has always been getting people from point A to point B.\u003c/p>\n\u003cp>The effort comes as BART struggles to recoup ridership, which \u003ca href=\"https://www.bart.gov/sites/default/files/2024-04/202403%20MRR.pdf\">still hovers at just over 40%\u003c/a> of pre-pandemic levels, and as riders \u003ca href=\"https://www.bayareacouncil.org/press-releases/new-poll-overwhelming-support-for-more-police-on-bart-greater-focus-on-cleanliness-and-stronger-enforcement-of-rules/\">consistently say in surveys that \u003c/a>they’re most dissatisfied with how the agency addresses homelessness.\u003c/p>\n\u003cfigure id=\"attachment_11986011\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11986011 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\" alt=\"Two middle-aged women in dark-blue uniforms speak to an unseen passenger on a BART train.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes check on the well-being of a BART passenger they think might need help. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those factors have prompted BART’s leaders to ratchet up funding for crisis intervention and related services — to the tune of $11 million last year, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Homeless%20Action%20Plan.pdf\">according to the agency’s 2023 homeless action plan\u003c/a>.\u003c/p>\n\u003cp>“People have seen a need for something different than what everyone was doing before, which was, ‘Call the police, call the police, call the police,’” says Barnes, who describes her job as “customer service on steroids.”\u003c/p>\n\u003cp>Most jobs at BART have existed since the agency started running trains more than 50 years ago, she notes.\u003c/p>\n\u003cp>“There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay Area,” Barnes says. “So when I first read [about the job], I thought, ‘Wow, this is like the next-level customer service.’ Because some customers need more help than just buying a Clipper Card.”\u003c/p>\n\u003cp>The CISes, as they’re called, operate under the auspices of BART’s Police Department. But they wear distinctive, labeled uniforms and roam the stations and trains of their assigned zone in pairs, unaccompanied by sworn officers.\u003c/p>\n\u003cp>They also have no enforcement power and don’t carry any weapons.\u003c/p>\n\u003cp>They’re armed, instead, with latex gloves, Narcan — used to reverse opioid overdoses — and police radios in the event they need backup. And they use electronic notepads to document and tally their interactions, data the agency hopes will eventually demonstrate the still-undetermined effectiveness of the program.\u003c/p>\n\u003cp>Some CISes, like Robinson, 49, who worked as a BART police dispatcher for 16 years, also load their pockets with snacks to hand out. Others carry extra pairs of clean socks.\u003c/p>\n\u003cp>Much of the help CISes offer comes in the form of referrals to a collection of social service and mental health nonprofits sprinkled throughout BART’s five-county service area.\u003c/p>\n\u003cp>“We get to do God’s work out here,” Robinson says. “We’re helping people who are unhoused, who have substance-abuse issues, mental health issues. And being able to connect them to the proper service — those who are willing to make changes in their life — it’s just really rewarding.”\u003c/p>\n\u003ch2>\u003cb>Signs of distress\u003c/b>\u003c/h2>\n\u003cp>On this morning, Barnes and Robinson are about midway through an 8-hour shift, one that began at 5 a.m. and has taken them back and forth multiple times across their zone, from San Leandro to Lake Merritt stations. Much of that is spent patrolling train cars and platforms, searching for telltale signs of distress.\u003c/p>\n\u003cp>“We pay attention to maybe some drug paraphernalia, someone who might be passed out, and check on their welfare,” Robinson says. “And then we’re also patrolling stations and just interacting with the public and building relationships with individuals that we see on a repeat basis.”\u003c/p>\n\u003cp>BART station agents and train operators can reach out to the CISes for help dealing with difficult but non-threatening situations, Barnes says. Passengers can also now call BART police to request help from a non-sworn officer, and dispatchers are authorized to reroute certain 911 calls to them.\u003c/p>\n\u003cfigure id=\"attachment_11979245\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979245 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\" alt=\"A person in a bathrobe and slippers walks on a train platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A person in a bathrobe and slippers walks along the platform of the Fruitvale BART Station — someone that Crisis Intervention Specialist Stephine Barnes says she has interacted with multiple times. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We can be more accessible to the public than the officers can. They’re responding to emergencies, they’re responding to fights, they’re responding to someone with a weapon,” Barnes says. “But we can take the time out. If you need to talk to me for an hour, you have me for an hour. If I need to escort you on the train, and I need to take you to a resource that’s 30, 40 minutes away, I have the time to do that.”\u003c/p>\n\u003cp>Even when people are in their worst state, Barnes says, they’re still generally grateful to have someone checking in on them.\u003c/p>\n\u003cp>“I mean, of course, there are times when you’re going to be called names and told ‘Get away, you’re going to get your ass kicked,’ she says. “But I got that more as a station agent than I have in this position.”[aside label=\"more on homelessness\" tag=\"homelessness\"]BART says CISes “\u003ca href=\"https://www.bart.gov/news/articles/2023/news20230103-2\">have a background in social work\u003c/a>” or related experience and receive a month-long training that focuses on conflict resolution and de-escalation techniques for people suffering from mental health, homelessness and substance-abuse issues.\u003c/p>\n\u003cp>“We’re all trained in how to come in peace. So when we approach, we approach in peace,” Barnes says. “It’s about a greeting. It’s about, ‘Hey, how are you? How are you doing? How can I best support you?’”\u003c/p>\n\u003cp>“And a lot of times, they’re very receptive to it,” she says. “But it takes time. Relationships take time.”\u003c/p>\n\u003cp>Over roughly two hours that morning, Barnes and Robinson ask about 10 people if they need some help, including several semi-conscious riders slumped over on their seats and an older man near the entrance of the Coliseum station wrapped in a dirty blanket, muttering to himself. All, except Cat, the woman they encountered at San Leandro station, wave them off.\u003c/p>\n\u003cp>In the last quarter of 2023, CISes \u003ca href=\"https://www.bart.gov/sites/default/files/2024-02/Quarterly%20Service%20Performance%20Review%20-%20Second%20Quarter%20Fiscal%20Year%202024%20-%20Presentation%20%281%29.pdf\">reported having more than 4,500 contacts\u003c/a>, of which 210 — just under 5% — resulted in verifiable connections to service providers.\u003c/p>\n\u003cp>“It’s a game of patience. It may be the first contact somebody is ready to seek that help. Sometimes it might be the 20th contact,” says Ja’Son Scott, deputy chief of BART’s nascent Progressive Policing and Community Engagement Bureau, which encompasses the CIS program.\u003c/p>\n\u003cp>Scott’s bureau was launched \u003ca href=\"https://www.sfexaminer.com/archives/unarmed-bart-ambassadors-program-formalized-with-a-focus-on-community-service/article_f74c861e-326f-585d-9014-44665369b258.html\">in the fall of 2020\u003c/a>, just months after George Floyd’s murder by Minneapolis police sparked nationwide protests for racial justice and police accountability. BART says its new approach, aimed at helping to restore ridership, came in response to mounting requests from passengers for an increased safety presence in the system but with less reliance on armed officers.\u003c/p>\n\u003cfigure id=\"attachment_11979241\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979241 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\" alt=\"Two women in uniform look through an open BART train door.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes speak to passengers on a BART train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The initiative has an annual budget of roughly $8 million, and in addition to the 20 CISes, it includes up to 10 “transit ambassadors” who also patrol the system, reporting safety concerns and “biohazards.”\u003c/p>\n\u003cp>\u003cb>“\u003c/b>I realize we didn’t have all the tools as police officers to deal with all the issues that you see in BART, and it’s not always necessary for a police officer to do that,” Scott says. “We can’t arrest our way through these problems.”\u003c/p>\n\u003ch2>\u003cb>Outreach vs. enforcement\u003c/b>\u003c/h2>\n\u003cp>BART’s social service efforts, however, haven’t always gone smoothly. The agency’s inspector general \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">reported\u003c/a> last year that a $350,000 multiyear contract with the Salvation Army to address homelessness resulted in just one unsheltered person entering treatment.\u003c/p>\n\u003cp>At the same time, BART’s Police Department has ramped up enforcement, \u003ca href=\"https://www.bart.gov/news/articles/2024/news20240328\">reporting a 62% increase in arrests\u003c/a> last year while aggressively recruiting to fill vacant positions on its force by offering higher salaries and signing bonuses.\u003c/p>\n\u003cp>Those developments come as riders say they want to see more sworn officers in the system.\u003c/p>\n\u003cp>A \u003ca href=\"https://drive.zooce.com/management/builtinapps/fileoperator.aspx?child=1&a=D3B60E43-50D3-46D5-A799-2C3CECF14238&ro=1&fid=13728646727690992504_9832503603610834240\">2023 Bay Area Council poll\u003c/a> found three-fourths of respondents would make that a high priority. Four out of five agreed that people who violate BART’s code of conduct — rules that prohibit smoking, eating, and playing loud music, among other things — should be ejected from the system. And more than two-thirds of respondents said they thought BART should focus exclusively on running a clean, safe and reliable transit operation — while letting other public agencies deal with people in crisis.\u003c/p>\n\u003cp>Debora Allen, a BART Board director, is among that majority. A staunch supporter of tougher law enforcement within the system, Allen was one of just two board members who voted against forming the Progressive Policing Bureau. And she remains dubious of its benefits.\u003c/p>\n\u003cp>“Look, no one wants to help people who are down and out and in crisis more than me. I think all of us on that board have the same interest,” she says. But “transit isn’t the place to start social service programs. We have counties and cities who receive hundreds of millions of dollars each year to do this social service work. We should remain focused on transit.”\u003c/p>\n\u003cfigure id=\"attachment_11979246\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979246 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\" alt=\"A Narcan case on someone's belt.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stephine Barnes and other crisis intervention specialists always carry Narcan, a drug used to reverse opioid overdoses. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Allen argues that BART is using scarce dollars to deliver services to people inside the system, all but incentivizing them to stay there, while offering little in the way of data to show if the program is actually helping people.\u003c/p>\n\u003cp>“What I have argued all along is our first line of defense should be to keep those people out of the system,” Allen says, decrying BART’s failure to clamp down on rampant fare evasion. \u003cb>“\u003c/b>Having them wandering and sometimes even living inside of a transit system with active moving trains all the time is the most dangerous place for them to decide to live.”\u003c/p>\n\u003ch2>‘We are definitely needed’\u003c/h2>\n\u003cp>At Lake Merritt station, Barnes and Robinson are dispatched to a Dublin-Pleasanton-bound train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>So it was all over the train car. They say he wiped it out, but it definitely needs disinfecting,” Robinson says after speaking with the train operator.\u003c/p>\n\u003cp>They calmly head up the stairs and out of the station in pursuit of the man and spend about five minutes looking for him.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>We don’t see him anywhere. We always make an attempt to try to find somebody,” says Robinson, who had hoped to refer him to a shower and laundry truck that serves the area.\u003c/p>\n\u003cp>To do this job successfully, she says, it’s important to not get too emotionally involved.\u003c/p>\n\u003cp>“I mean, my personal outlook and training is that, you know, this is their life, their problems, their choices,” Robinson says. “So I can’t dwell necessarily on the feelings that are so associated with seeing so much human misery.”\u003c/p>\n\u003cfigure id=\"attachment_11979243\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11979243\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\" alt=\"Two people in dark-blue uniforms talk to a BART train conductor.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (center) and Stephine Barnes speak to a BART train conductor about a man who had been causing a disturbance on the train. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But Robinson says the support she and her team offer can be a game changer — if and when people actually accept it. She recounts trying to build a relationship, over months, with a young man she often saw riding the trains in her zone, obviously intoxicated.\u003c/p>\n\u003cp>“And then one day, he came and asked for us and said he was ready for recovery,” she says. “He needed somebody to dial the phone for him. He needed somebody to talk to his dad for him. He was literally at his lowest point in his life. And you need a hand in those moments.”\u003c/p>\n\u003cp>She paused, waiting for the whine of a departing train to fade.\u003c/p>\n\u003cp>“So yeah, we are definitely needed,” she says. “There needs to be a 100 of us, not just 20.”\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"BART's crisis intervention team is part of the transit agency's ambitious new strategy to reach out to the many people in the sprawling transit system who struggle with lack of shelter, mental health problems or addiction — without involving the police.","status":"publish","parent":0,"modified":1718317460,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":64,"wordCount":2891},"headData":{"title":"'We Approach in Peace': Are BART's Efforts to Help People in Crisis Working? | KQED","description":"BART's crisis intervention team is part of the transit agency's ambitious new strategy to reach out to the many people in the sprawling transit system who struggle with lack of shelter, mental health problems or addiction — without involving the police.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"'We Approach in Peace': Are BART's Efforts to Help People in Crisis Working?","datePublished":"2024-05-14T04:00:17-07:00","dateModified":"2024-06-13T15:24:20-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprStoryId":"kqed-11985965","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>On a recent rainy morning, Stephine Barnes paces slowly through a covered outdoor walkway off the main entrance of the San Leandro BART station.\u003c/p>\n\u003cp>“People like to camp out here because you have shelter. There’s no rain, it’s dry. So people just find little nooks and crannies,” Barnes says, surveying the area. “It’s usually where we find a lot of people in the wee hours of the morning, sleeping, camped out, wandering around.”\u003c/p>\n\u003cp>Barnes is a BART crisis intervention specialist, and her job entails seeking out and offering help to the many people in the sprawling transit system struggling with lack of shelter, mental health problems or addiction. She and her partner for the day, Natalie Robinson, are part of the agency’s ambitious new efforts to address a slew of human crises that show up on BART’s trains and platforms every day — without involving the police.\u003c/p>\n\u003cp>They spot a young woman with glasses and a purple bow in her hair who is hastily pulling belongings from a bike locker. Two roller bags, a dirty blanket and a ragged stuffed octopus are among the random array of possessions splayed on the ground around her.\u003c/p>\n\u003cp>Barnes and Robinson approach cautiously, mindful of a large Rottweiler sitting nearby.\u003c/p>\n\u003cp>“We like to connect people with resources,” Robinson says. “So if you have a need for shelter, housing, anything like that, you can let us know.”\u003c/p>\n\u003cp>The woman, who gives her name as Cat, seems tentative but receptive. She tells them that she and her boyfriend arrived recently from Southern California. They had been living in their car and storing their belongings in the bike locker. But BART police had just ordered them to clear out.\u003c/p>\n\u003cp>Cat nods to the dog, which sports a black-and-white smiley face bandana around its neck. “That’s Einstein,” she says. “He’s our son.”\u003c/p>\n\u003cp>“Oh, my goodness, you’re just a sweetheart,” Barnes exclaims, patting the dog’s head.\u003c/p>\n\u003cfigure id=\"attachment_11979248\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979248 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg\" alt=\"A middle-aged Black woman speaks to a younger woman wearing a purple hair decoration.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-12-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Outside the San Leandro Bart station, BART Crisis Intervention Specialist Stephine Barnes tells an unhoused person named Cat about a nearby housing assistance program. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She tells Cat to take her time retrieving her belongings, and emphasizes that she and Robinson are not police officers and aren’t there to pressure her to leave.\u003c/p>\n\u003cp>“If you guys are interested in getting on the list for permanent housing in Alameda County, there’s a place called Hedco in Hayward,” Barnes tells her. “You can get coffee in the morning and all that kind of stuff. And then they put you in line on how to get these resources for housing and all of those things Alameda County offers.”\u003c/p>\n\u003cp>Robinson explains how to get there and hands Cat her card, telling her to call if she needs anything.\u003c/p>\n\u003cp>“I’m really bad with resources, honestly. So this is great,” Cat says, stuffing the card in her jacket pocket and continuing her hurried packing.\u003c/p>\n\u003cp>“You don’t have to be out here forever,” Robinson says as she and Barnes wish Cat luck and head back toward the station.\u003c/p>\n\u003cp>They’ll probably never know if she follows through.\u003c/p>\n\u003cp>“It varies widely,” Robinson says. “We could bring someone to a resource, and they literally don’t walk in the door, or we connect somebody, and they follow all the way through.”\u003c/p>\n\u003ch2>\u003cb>‘Customer service on steroids’\u003c/b>\u003c/h2>\n\u003cp>In 2021, Barnes and Robinson, both seasoned BART employees, were among the first to join the crisis intervention team, now a 20-member crew dispatched throughout the 50-station transit system to offer help to people who appear to be overtly in need of it.\u003c/p>\n\u003cp>Finding that population has gotten a good deal easier in recent years, amid a discernible uptick in the number of people on BART’s trains and platforms experiencing homelessness or suffering from serious mental health issues — a trend that mirrors \u003ca href=\"https://www.sfchronicle.com/bayarea/article/homeless-populations-surge-11-in-san-jose-and-8-17176329.php\">the overall surge\u003c/a> in the Bay Area’s unhoused population since the start of the pandemic.\u003c/p>\n\u003cp>BART realized “a lot of the problems that were happening outside the station were coming inside the station,” says Barnes, 53, who was a station agent for 27 years, most recently at the Coliseum station in Oakland, before taking this job. “And, of course, as an agent, you see that firsthand.”\u003c/p>\n\u003cp>BART’s boots-on-the-ground outreach approach, launched in the depths of the pandemic, marks a notable foray into social services for an agency whose main objective has always been getting people from point A to point B.\u003c/p>\n\u003cp>The effort comes as BART struggles to recoup ridership, which \u003ca href=\"https://www.bart.gov/sites/default/files/2024-04/202403%20MRR.pdf\">still hovers at just over 40%\u003c/a> of pre-pandemic levels, and as riders \u003ca href=\"https://www.bayareacouncil.org/press-releases/new-poll-overwhelming-support-for-more-police-on-bart-greater-focus-on-cleanliness-and-stronger-enforcement-of-rules/\">consistently say in surveys that \u003c/a>they’re most dissatisfied with how the agency addresses homelessness.\u003c/p>\n\u003cfigure id=\"attachment_11986011\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11986011 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg\" alt=\"Two middle-aged women in dark-blue uniforms speak to an unseen passenger on a BART train.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/240313-BART-CRISIS-INTERVENTION-UNIT-MD-06_qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes check on the well-being of a BART passenger they think might need help. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Those factors have prompted BART’s leaders to ratchet up funding for crisis intervention and related services — to the tune of $11 million last year, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/Homeless%20Action%20Plan.pdf\">according to the agency’s 2023 homeless action plan\u003c/a>.\u003c/p>\n\u003cp>“People have seen a need for something different than what everyone was doing before, which was, ‘Call the police, call the police, call the police,’” says Barnes, who describes her job as “customer service on steroids.”\u003c/p>\n\u003cp>Most jobs at BART have existed since the agency started running trains more than 50 years ago, she notes.\u003c/p>\n\u003cp>“There was nothing, though, that really addressed the mental health component or the homelessness crisis that we’re experiencing in the Bay Area,” Barnes says. “So when I first read [about the job], I thought, ‘Wow, this is like the next-level customer service.’ Because some customers need more help than just buying a Clipper Card.”\u003c/p>\n\u003cp>The CISes, as they’re called, operate under the auspices of BART’s Police Department. But they wear distinctive, labeled uniforms and roam the stations and trains of their assigned zone in pairs, unaccompanied by sworn officers.\u003c/p>\n\u003cp>They also have no enforcement power and don’t carry any weapons.\u003c/p>\n\u003cp>They’re armed, instead, with latex gloves, Narcan — used to reverse opioid overdoses — and police radios in the event they need backup. And they use electronic notepads to document and tally their interactions, data the agency hopes will eventually demonstrate the still-undetermined effectiveness of the program.\u003c/p>\n\u003cp>Some CISes, like Robinson, 49, who worked as a BART police dispatcher for 16 years, also load their pockets with snacks to hand out. Others carry extra pairs of clean socks.\u003c/p>\n\u003cp>Much of the help CISes offer comes in the form of referrals to a collection of social service and mental health nonprofits sprinkled throughout BART’s five-county service area.\u003c/p>\n\u003cp>“We get to do God’s work out here,” Robinson says. “We’re helping people who are unhoused, who have substance-abuse issues, mental health issues. And being able to connect them to the proper service — those who are willing to make changes in their life — it’s just really rewarding.”\u003c/p>\n\u003ch2>\u003cb>Signs of distress\u003c/b>\u003c/h2>\n\u003cp>On this morning, Barnes and Robinson are about midway through an 8-hour shift, one that began at 5 a.m. and has taken them back and forth multiple times across their zone, from San Leandro to Lake Merritt stations. Much of that is spent patrolling train cars and platforms, searching for telltale signs of distress.\u003c/p>\n\u003cp>“We pay attention to maybe some drug paraphernalia, someone who might be passed out, and check on their welfare,” Robinson says. “And then we’re also patrolling stations and just interacting with the public and building relationships with individuals that we see on a repeat basis.”\u003c/p>\n\u003cp>BART station agents and train operators can reach out to the CISes for help dealing with difficult but non-threatening situations, Barnes says. Passengers can also now call BART police to request help from a non-sworn officer, and dispatchers are authorized to reroute certain 911 calls to them.\u003c/p>\n\u003cfigure id=\"attachment_11979245\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979245 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg\" alt=\"A person in a bathrobe and slippers walks on a train platform.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A person in a bathrobe and slippers walks along the platform of the Fruitvale BART Station — someone that Crisis Intervention Specialist Stephine Barnes says she has interacted with multiple times. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We can be more accessible to the public than the officers can. They’re responding to emergencies, they’re responding to fights, they’re responding to someone with a weapon,” Barnes says. “But we can take the time out. If you need to talk to me for an hour, you have me for an hour. If I need to escort you on the train, and I need to take you to a resource that’s 30, 40 minutes away, I have the time to do that.”\u003c/p>\n\u003cp>Even when people are in their worst state, Barnes says, they’re still generally grateful to have someone checking in on them.\u003c/p>\n\u003cp>“I mean, of course, there are times when you’re going to be called names and told ‘Get away, you’re going to get your ass kicked,’ she says. “But I got that more as a station agent than I have in this position.”\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"more on homelessness ","tag":"homelessness"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>BART says CISes “\u003ca href=\"https://www.bart.gov/news/articles/2023/news20230103-2\">have a background in social work\u003c/a>” or related experience and receive a month-long training that focuses on conflict resolution and de-escalation techniques for people suffering from mental health, homelessness and substance-abuse issues.\u003c/p>\n\u003cp>“We’re all trained in how to come in peace. So when we approach, we approach in peace,” Barnes says. “It’s about a greeting. It’s about, ‘Hey, how are you? How are you doing? How can I best support you?’”\u003c/p>\n\u003cp>“And a lot of times, they’re very receptive to it,” she says. “But it takes time. Relationships take time.”\u003c/p>\n\u003cp>Over roughly two hours that morning, Barnes and Robinson ask about 10 people if they need some help, including several semi-conscious riders slumped over on their seats and an older man near the entrance of the Coliseum station wrapped in a dirty blanket, muttering to himself. All, except Cat, the woman they encountered at San Leandro station, wave them off.\u003c/p>\n\u003cp>In the last quarter of 2023, CISes \u003ca href=\"https://www.bart.gov/sites/default/files/2024-02/Quarterly%20Service%20Performance%20Review%20-%20Second%20Quarter%20Fiscal%20Year%202024%20-%20Presentation%20%281%29.pdf\">reported having more than 4,500 contacts\u003c/a>, of which 210 — just under 5% — resulted in verifiable connections to service providers.\u003c/p>\n\u003cp>“It’s a game of patience. It may be the first contact somebody is ready to seek that help. Sometimes it might be the 20th contact,” says Ja’Son Scott, deputy chief of BART’s nascent Progressive Policing and Community Engagement Bureau, which encompasses the CIS program.\u003c/p>\n\u003cp>Scott’s bureau was launched \u003ca href=\"https://www.sfexaminer.com/archives/unarmed-bart-ambassadors-program-formalized-with-a-focus-on-community-service/article_f74c861e-326f-585d-9014-44665369b258.html\">in the fall of 2020\u003c/a>, just months after George Floyd’s murder by Minneapolis police sparked nationwide protests for racial justice and police accountability. BART says its new approach, aimed at helping to restore ridership, came in response to mounting requests from passengers for an increased safety presence in the system but with less reliance on armed officers.\u003c/p>\n\u003cfigure id=\"attachment_11979241\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979241 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg\" alt=\"Two women in uniform look through an open BART train door.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (left) and Stephine Barnes speak to passengers on a BART train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The initiative has an annual budget of roughly $8 million, and in addition to the 20 CISes, it includes up to 10 “transit ambassadors” who also patrol the system, reporting safety concerns and “biohazards.”\u003c/p>\n\u003cp>\u003cb>“\u003c/b>I realize we didn’t have all the tools as police officers to deal with all the issues that you see in BART, and it’s not always necessary for a police officer to do that,” Scott says. “We can’t arrest our way through these problems.”\u003c/p>\n\u003ch2>\u003cb>Outreach vs. enforcement\u003c/b>\u003c/h2>\n\u003cp>BART’s social service efforts, however, haven’t always gone smoothly. The agency’s inspector general \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_%24350K%20for%20Homeless%20Outreach%20Yielded%20Unclear%20Results_Final_020323.pdf\">reported\u003c/a> last year that a $350,000 multiyear contract with the Salvation Army to address homelessness resulted in just one unsheltered person entering treatment.\u003c/p>\n\u003cp>At the same time, BART’s Police Department has ramped up enforcement, \u003ca href=\"https://www.bart.gov/news/articles/2024/news20240328\">reporting a 62% increase in arrests\u003c/a> last year while aggressively recruiting to fill vacant positions on its force by offering higher salaries and signing bonuses.\u003c/p>\n\u003cp>Those developments come as riders say they want to see more sworn officers in the system.\u003c/p>\n\u003cp>A \u003ca href=\"https://drive.zooce.com/management/builtinapps/fileoperator.aspx?child=1&a=D3B60E43-50D3-46D5-A799-2C3CECF14238&ro=1&fid=13728646727690992504_9832503603610834240\">2023 Bay Area Council poll\u003c/a> found three-fourths of respondents would make that a high priority. Four out of five agreed that people who violate BART’s code of conduct — rules that prohibit smoking, eating, and playing loud music, among other things — should be ejected from the system. And more than two-thirds of respondents said they thought BART should focus exclusively on running a clean, safe and reliable transit operation — while letting other public agencies deal with people in crisis.\u003c/p>\n\u003cp>Debora Allen, a BART Board director, is among that majority. A staunch supporter of tougher law enforcement within the system, Allen was one of just two board members who voted against forming the Progressive Policing Bureau. And she remains dubious of its benefits.\u003c/p>\n\u003cp>“Look, no one wants to help people who are down and out and in crisis more than me. I think all of us on that board have the same interest,” she says. But “transit isn’t the place to start social service programs. We have counties and cities who receive hundreds of millions of dollars each year to do this social service work. We should remain focused on transit.”\u003c/p>\n\u003cfigure id=\"attachment_11979246\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11979246 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg\" alt=\"A Narcan case on someone's belt.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-08-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Stephine Barnes and other crisis intervention specialists always carry Narcan, a drug used to reverse opioid overdoses. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Allen argues that BART is using scarce dollars to deliver services to people inside the system, all but incentivizing them to stay there, while offering little in the way of data to show if the program is actually helping people.\u003c/p>\n\u003cp>“What I have argued all along is our first line of defense should be to keep those people out of the system,” Allen says, decrying BART’s failure to clamp down on rampant fare evasion. \u003cb>“\u003c/b>Having them wandering and sometimes even living inside of a transit system with active moving trains all the time is the most dangerous place for them to decide to live.”\u003c/p>\n\u003ch2>‘We are definitely needed’\u003c/h2>\n\u003cp>At Lake Merritt station, Barnes and Robinson are dispatched to a Dublin-Pleasanton-bound train that’s been stalled on the platform after a man reportedly flung a bag of feces-caked laundry around the first car.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>So it was all over the train car. They say he wiped it out, but it definitely needs disinfecting,” Robinson says after speaking with the train operator.\u003c/p>\n\u003cp>They calmly head up the stairs and out of the station in pursuit of the man and spend about five minutes looking for him.\u003c/p>\n\u003cp>\u003cb>“\u003c/b>We don’t see him anywhere. We always make an attempt to try to find somebody,” says Robinson, who had hoped to refer him to a shower and laundry truck that serves the area.\u003c/p>\n\u003cp>To do this job successfully, she says, it’s important to not get too emotionally involved.\u003c/p>\n\u003cp>“I mean, my personal outlook and training is that, you know, this is their life, their problems, their choices,” Robinson says. “So I can’t dwell necessarily on the feelings that are so associated with seeing so much human misery.”\u003c/p>\n\u003cfigure id=\"attachment_11979243\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11979243\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg\" alt=\"Two people in dark-blue uniforms talk to a BART train conductor.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/03/240313-BART-CRISIS-INTERVENTION-UNIT-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART Crisis Intervention Specialists Natalie Robinson (center) and Stephine Barnes speak to a BART train conductor about a man who had been causing a disturbance on the train. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But Robinson says the support she and her team offer can be a game changer — if and when people actually accept it. She recounts trying to build a relationship, over months, with a young man she often saw riding the trains in her zone, obviously intoxicated.\u003c/p>\n\u003cp>“And then one day, he came and asked for us and said he was ready for recovery,” she says. “He needed somebody to dial the phone for him. He needed somebody to talk to his dad for him. He was literally at his lowest point in his life. And you need a hand in those moments.”\u003c/p>\n\u003cp>She paused, waiting for the whine of a departing train to fade.\u003c/p>\n\u003cp>“So yeah, we are definitely needed,” she says. “There needs to be a 100 of us, not just 20.”\u003cbr>\n\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11985965/we-approach-in-peace-are-barts-outreach-efforts-to-help-people-in-crisis-working","authors":["1263"],"categories":["news_8","news_1397"],"tags":["news_269","news_17725","news_27626","news_18543","news_4020","news_19903","news_20517"],"featImg":"news_11979244","label":"news"},"news_11980161":{"type":"posts","id":"news_11980161","meta":{"index":"posts_1716263798","site":"news","id":"11980161","score":null,"sort":[1710978178000]},"parent":0,"labelTerm":{"site":"news"},"blocks":[],"publishDate":1710978178,"format":"standard","title":"BART Fraud Watchdog Uncovers Worker Time-Card Scams","headTitle":"BART Fraud Watchdog Uncovers Worker Time-Card Scams | KQED","content":"\u003cp>BART’s independent fraud watchdog said it has uncovered several new cases in which employees clocked in for work shifts but then spent their time elsewhere.\u003c/p>\n\u003cp>The agency’s inspector general’s office said in \u003ca href=\"https://www.bartoig.org/files/b17a37941/More+Time+Theft+Cases+-+Cause+for+Concern.pdf\">a report released Monday\u003c/a> that it had substantiated allegations against three workers who were not cleared to work remotely and whose jobs were “not conducive” to off-site work.\u003c/p>\n\u003cp>The report, which was accompanied by \u003ca href=\"https://youtu.be/r6m4VKTCJJ4\">a YouTube animation\u003c/a> summarizing the findings, said the workers were found to be at home “during much or portions of their paid duty hours.” The office said BART’s total monetary loss was at least $9,004 and perhaps much higher.\u003c/p>\n\u003cp>https://youtu.be/r6m4VKTCJJ4\u003c/p>\n\u003cp>“The employees claimed to be working 10-hour shifts and would report to their duty locations for brief periods but would then leave for their private residence,” the report said. It added that “despite the employees often not being at their work locations or performing their duties,” each collected regular pay, overtime and even double-time for working holidays. They also received pension, vacation time and other benefits.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Claudette Biemeret, Inspector General, BART\"]‘Time theft is damaging to BART’s reputation, particularly when evidence supports it was not an isolated event.’[/pullquote]The office said one of the three workers retired when BART police confronted him with evidence of wrongdoing. That employee now faces criminal fraud charges in San Mateo County.\u003c/p>\n\u003cp>The other two employees reportedly admitted to violating agency policy before the matter was referred to police. The report said BART management is investigating their cases.\u003c/p>\n\u003cp>The watchdog’s office has found a total of five cases of “time theft” at the 3,500-worker agency since early last year. In one case, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">reported in February 2023\u003c/a>, the inspector general found an employee had claimed to work 80 hours or more a week despite frequently failing to report for duty. In a case reported in September, the \u003ca href=\"https://www.bartoig.org/files/6697f3629/RPT_Summary+of+Misconduct+Investigations_090823.pdf\">watchdog found\u003c/a> only that an employee had been spending their on-duty hours in their personal vehicle and not working — an issue the inspector general said the worker’s supervisor had already addressed.\u003c/p>\n\u003cp>[aside postID=\"news_11967897,news_11971332,news_11956833\" label=\"Related Stories\"]Inspector General Claudette Biemeret said in this week’s report that the latest findings “indicate a lack of sufficient oversight by supervisors and managers” who approve workers’ time reports. She called on agency management to improve its system of verifying time worked.\u003c/p>\n\u003cp>Biemeret added that time theft damages BART beyond the financial losses involved. Such misconduct erodes morale among employees who obey workplace rules and casts a shadow on BART’s public image.\u003c/p>\n\u003cp>“Time theft is damaging to BART’s reputation, particularly, when evidence supports it was not an isolated event,” Biemeret wrote. “Legislators and taxpayers are less likely to support public funding when they believe the district cannot be entrusted with their funds.”\u003c/p>\n\u003cp>Public confidence in the agency is crucial at a time when it’s facing a crushing deficit and is preparing to join in a campaign to persuade voters to pass a tax measure that will support the region’s 27 transit agencies.\u003c/p>\n\u003cp>In a formal response that was part of the inspector general’s report, BART said the affected department would issue a “standard operating procedure” including check-ins and check-outs at the beginning and end of shifts on BART property. Supervisors will also make random site visits during work shifts.\u003c/p>\n\u003cp>Alicia Trost, BART’s chief communications officer, acknowledged in a statement that time theft “undermines our credibility with the public.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We are working in partnership with the Office of the Inspector General to reaffirm our commitment to respond to, and prevent, waste, fraud and abuse, Trost said. “Our employees are expected to demonstrate the highest standards of integrity and ethical conduct. The Office of the Inspector General plays a critical role in ensuring a culture of accountability.”\u003c/p>\n\n","stats":{"hasVideo":false,"hasChartOrMap":false,"hasAudio":false,"hasPolis":false,"wordCount":696,"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"iframeSrcs":[],"paragraphCount":16},"modified":1710978956,"excerpt":"A report from the transit agency’s inspector general finds that three employees clocked in for their shifts and then spent work time at home.","headData":{"twImgId":"","twTitle":"","ogTitle":"","ogImgId":"","twDescription":"","description":"A report from the transit agency’s inspector general finds that three employees clocked in for their shifts and then spent work time at home.","title":"BART Fraud Watchdog Uncovers Worker Time-Card Scams | KQED","ogDescription":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"BART Fraud Watchdog Uncovers Worker Time-Card Scams","datePublished":"2024-03-20T16:42:58-07:00","dateModified":"2024-03-20T16:55:56-07:00","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"True","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"guestAuthors":[],"slug":"bart-fraud-watchdog-uncovers-worker-time-card-scams","status":"publish","excludeFromSiteSearch":"Include","sticky":false,"articleAge":"0","path":"/news/11980161/bart-fraud-watchdog-uncovers-worker-time-card-scams","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART’s independent fraud watchdog said it has uncovered several new cases in which employees clocked in for work shifts but then spent their time elsewhere.\u003c/p>\n\u003cp>The agency’s inspector general’s office said in \u003ca href=\"https://www.bartoig.org/files/b17a37941/More+Time+Theft+Cases+-+Cause+for+Concern.pdf\">a report released Monday\u003c/a> that it had substantiated allegations against three workers who were not cleared to work remotely and whose jobs were “not conducive” to off-site work.\u003c/p>\n\u003cp>The report, which was accompanied by \u003ca href=\"https://youtu.be/r6m4VKTCJJ4\">a YouTube animation\u003c/a> summarizing the findings, said the workers were found to be at home “during much or portions of their paid duty hours.” The office said BART’s total monetary loss was at least $9,004 and perhaps much higher.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/r6m4VKTCJJ4'\n title='//www.youtube.com/embed/r6m4VKTCJJ4'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>“The employees claimed to be working 10-hour shifts and would report to their duty locations for brief periods but would then leave for their private residence,” the report said. It added that “despite the employees often not being at their work locations or performing their duties,” each collected regular pay, overtime and even double-time for working holidays. They also received pension, vacation time and other benefits.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Time theft is damaging to BART’s reputation, particularly when evidence supports it was not an isolated event.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Claudette Biemeret, Inspector General, BART","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The office said one of the three workers retired when BART police confronted him with evidence of wrongdoing. That employee now faces criminal fraud charges in San Mateo County.\u003c/p>\n\u003cp>The other two employees reportedly admitted to violating agency policy before the matter was referred to police. The report said BART management is investigating their cases.\u003c/p>\n\u003cp>The watchdog’s office has found a total of five cases of “time theft” at the 3,500-worker agency since early last year. In one case, \u003ca href=\"https://www.bart.gov/sites/default/files/docs/REPORT_BART%20Employee%20Collected%20Pay%20and%20Benefits%20for%20Time%20Not%20Worked_Final_020323.pdf\">reported in February 2023\u003c/a>, the inspector general found an employee had claimed to work 80 hours or more a week despite frequently failing to report for duty. In a case reported in September, the \u003ca href=\"https://www.bartoig.org/files/6697f3629/RPT_Summary+of+Misconduct+Investigations_090823.pdf\">watchdog found\u003c/a> only that an employee had been spending their on-duty hours in their personal vehicle and not working — an issue the inspector general said the worker’s supervisor had already addressed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11967897,news_11971332,news_11956833","label":"Related Stories "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Inspector General Claudette Biemeret said in this week’s report that the latest findings “indicate a lack of sufficient oversight by supervisors and managers” who approve workers’ time reports. She called on agency management to improve its system of verifying time worked.\u003c/p>\n\u003cp>Biemeret added that time theft damages BART beyond the financial losses involved. Such misconduct erodes morale among employees who obey workplace rules and casts a shadow on BART’s public image.\u003c/p>\n\u003cp>“Time theft is damaging to BART’s reputation, particularly, when evidence supports it was not an isolated event,” Biemeret wrote. “Legislators and taxpayers are less likely to support public funding when they believe the district cannot be entrusted with their funds.”\u003c/p>\n\u003cp>Public confidence in the agency is crucial at a time when it’s facing a crushing deficit and is preparing to join in a campaign to persuade voters to pass a tax measure that will support the region’s 27 transit agencies.\u003c/p>\n\u003cp>In a formal response that was part of the inspector general’s report, BART said the affected department would issue a “standard operating procedure” including check-ins and check-outs at the beginning and end of shifts on BART property. Supervisors will also make random site visits during work shifts.\u003c/p>\n\u003cp>Alicia Trost, BART’s chief communications officer, acknowledged in a statement that time theft “undermines our credibility with the public.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We are working in partnership with the Office of the Inspector General to reaffirm our commitment to respond to, and prevent, waste, fraud and abuse, Trost said. “Our employees are expected to demonstrate the highest standards of integrity and ethical conduct. The Office of the Inspector General plays a critical role in ensuring a culture of accountability.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980161/bart-fraud-watchdog-uncovers-worker-time-card-scams","authors":["222"],"categories":["news_8","news_1397"],"tags":["news_269","news_23052","news_4500"],"featImg":"news_11980183","label":"news"}},"programsReducer":{"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? 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