Bicycles

Tour de F*ck You: Sons of Science speak!

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In our recent Bike Issue, we profiled several of our favorite Bike People — freewheelin’ movers on the 2012 bike scene we particularly admired. Among them, for how could it be otherwise, were the Sons of Science, an augmented trio of musical bike-tivists whose side-splitting viral “Motherf*cking Bike” video hit lampooned and celebrated SF’s precious, in-your-face bike culture. 

John Benson and Ward Evans of Sausage Films teamed up with amazing bike horn soloist Hector Pérez for the one-off (perhaps?) project — and there are plenty of juicy local cameos in the video. Benson and Evans took some time from sippin’ lattes on their fixies (kind of!) to answer some questions.

SFBG So…. I heard Russell Crowe just tweeted about you ….

SONS OF SCIENCE  Yes apparently he’s an avid cyclist, and we think he approved of the language. The video got several thousand more hits as a result of his tweet, and to show our appreciation we’re going to rent every one of his movies — even Breaking Up.

SFBG Who’s all in the band and when did you get together? Is it an outgrowth of other media projects?

SOS Sons of Science are Hector (Pérez, who appears as Horn Solo in the MFB video), John (Benson, who appears as Fixie Hipster) and Ward (Evans, who plays Stoner Messenger). We’ve known each other for years and just recently decided to collaborate for fun, and it clicked. John and Ward also direct as a team, so it was a great excuse to do a video. For this track we were also very lucky to feature Tim Brooks (formerly of the Young Offenders, who plays the Angry Commuter), he brought a pantload of energy and genuine cyclist cred to the project. He also knows the MASH guys, which was how we got that great cameo.

SFBG
Are you all on a motherfucking bike right now?

SOS Hells yeah, we are live-tweeting this interview from the center lane of Market at rush hour while sipping nonfat lattes.

SFBG Who are some of your bike heroes (besides Russell Crowe)?

SOS A guy named Joff Summerfield rode a penny farthing around the globe, he’d be right up there. Then there’s Elliot from ET, Dave from Breaking Away, Juliette Lewis (who also tweeted our video and has probably been on a bike), and pretty much everyone on two wheels who risks their lives in traffic every day — while employing common sense and basic courtesy, of course.

http://www.youtube.com/watch?v=VAJBXtVg8nQ

SFBG Will we see you performing live soon?

SOS You can see us anytime on YouTube, but a live show will require more songs and the perfect ratio of smoke to lasers. Right now we’re focused on MFB, but it’s definitely on the to-do list.

SFBG What’s your next big project? Because I want to see you rolling down Valencia on a motherfucking Ferris Wheel, living the dream of the 1890s.

SOS We’re considering some kind of performance art piece involving giant illuminated human hamster balls out on the Bay, but the wind and tides would have to be just right. It’s a work in progress.

SFBG If you could rename the Wiggle, what would you call it?

SOS We shot a good deal of Tim’s bits in and around the Wiggle, so in his honor we’d probably go with the “Tour de F*ck You.”

Love on wheels

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In honor of our annual bike issue, we wanted to highlight a few of the free-wheeling people that polished our spokes this year. Keep on pumpin’!

KAREN WEINER AND BRETT THURBER, NEW WHEEL

On a family-oriented strip of Cortland Avenue perched halfway up the precipitous heights of Bernal Hill, husband-wife team Karen Weiner and Brett Thurber have invested their all in an enterprise some would deem experimental: the first electric bike shop in San Francisco.

Photo by Mirissa Neff

“San Francisco is really the perfect place for these bikes,” said Thurber when we went on a test ride with him and Weiner around the city. Iron-thighed fixie fans notwithstanding, he’s right — there are some neighborhoods in this city where the average bear will only be able to bring a bike if he or she pushes it up the final blocks of incline. For older bikers, the e-bikes (as they are lovingly dubbed by their adherents) make it possible to zip around town, car and fancy-free. Plus, they are disturbingly fun — when else can you cruise up Twin Peaks and still be breathing easy when you reach that panoramic view?

Other stores around town do sell certain models of e-bikes, but Thurber and Weiner’s new New Wheel is the first place to specialize in them. It stocks European and Canadian-made models in addition to retrofitting kits so that normie bikes can be tricked out with motors capable of doubling one’s pedaling power.

Thurber says business has been steadily growing, and that he’s noticed that the electric bike is not a purchase taken lightly by consumers — often times a customer will come by the store six or seven times before taking that heady ride into pedal power (perhaps indicative of the bikes’ spendy pricetags.)

“People are really making this mindful shift instead of listening to us be like ‘just do it,'” says the man who hopes to be SF’s e-bike proselytizer. (Caitlin Donohue)

New Wheel, 420 Cortland, SF. (415) 524-7362, www.newwheel.net

 

PAUL JORDAN’S BIKE CAVALRY

Twenty years ago, Critical Mass began demonstrating the power and potential of mass bike rides to make a political statement by seizing space from cars and confounding the authorities. Almost 10 years ago, anti-war cyclists in San Francisco borrowed Critical Mass tactics to interfere with business as usual on daily Bikes Not Bombs rides that also proved effective and hard to police. Today, as the tides of protest again rise with the Occupy Wall Street and related movements, Paul Jordan and other founders of the new collective SF Bike Cavalry ( sfbikecavalry.org) are reviving and expanding the concept.

Photo by Tim Daw

“It’s all kinda new, definitely more of a buzzword at this point,” Jordan, a 38-year-old painting contractor, said when we caught up with him and his cycling comrades during last week’s May Day marches. “But the idea is to use bicycles for activism.”

As they demonstrated on May Day, even a dozen or so cyclists can send loud messages to passersby or nimbly create opportunities for marchers to safely seize the streets, all while riding more-or-less legally. And they can use whimsy — silly costumes, funny signs, big smiles, blowing bubbles — to defuse any tensions.

“It’s hard to be mad when you’re stuck in traffic if you see bubbles,” Jordan said as he reloaded the bubble machine on the back of his bike. “I see bubbles as a very good activist tool.”

The Cavalry is a fairly new venture, which Jordan first displayed for big Jan. 20 protests, but he sees it as something with enormous potential: “We want to figure out how to grow this bigger.” (Steven T. Jones)

SAM KROYER AND RENITA TAYLOR, ROLL SF

Sometimes it seems like the Mission has as many bike shops as taquerias, but the neighborhoods east of Potrero lacks the same double-wheelin’ bounty. Sam Kroyer and Renita Taylor met in their Bernal Heights neighborhood, where Kroyer used to run a repair shop out of his garage. Taylor is an avid biker, and the two decided to meld their respective strengths — Kroyer’s mechanical prowess and Taylor’s business know-how — and create a service-oriented shop near Potrero Hill for every type of rider.

Photo by Mirissa Neff

“We’re really trying to make it for everybody, from entry-level commuter bikers to bikers with really crazy exotic $20,000+ bikes,” Kroyer says. Kroyer has 25 year of experience as a bike mechanic, and Taylor is a sharp businesswoman who spent several years working in the entertainment industry.

Roll SF seems like an outpost in an area not known, for now, as a cycling nexus, but its atmosphere is friendly and accessible. A long wooden table runs through the center of the shop, welcoming guests to sit down and stay awhile — to use the shop’s free wi-fi while they wait, watch and ask questions, or eat dinner. Kroyer provides you with his utmost attention and quickly diagnoses your bike. If it’s a fast fix, he’ll handle it promptly with the grace cultivated by years spent engaging with a multifaceted machine. “We’re trying to make sure you come away with a great experience — that you feel like you’ve really gotten something taken care of properly,” Kroyer says. (Mia Sullivan)

275 Rhode Island, SF. (415) 701-ROLL, www.rollsanfrancisco.com

 

SONS OF SCIENCE

Are you on a motherfucking bike? Tell me you’re reading this on a motherfucking bike, doing the Tour de Fuck You. Sing with me, “No greenhouse gas! A tiny carbon footprint up your ass!” Then launch into the wickedest bike horn solo ever.

You know what I’m talking about. “Motherfucking Bike” by Sons of Science (sonsofscience.bandcamp.com), the profane viral hymn to SF peddlin’ that’s closing in on a million YouTube views and has been Tweeted liberally by the likes of Russell Crowe and Juliette Lewis. Sure it plays on every fixie hipster stereotype you can image — it’s the “Shit San Franciscans Say” for mutton-chopped, skinny-pantsed, non-fat latte-quaffing riders — but it’s pretty damn funny. (And catchy. It is maniacally catchy. So be warned.)

Sons of Science are a freewheeling trio: Ward Evans and John Benson, who direct for Sausage Films (www.sausagefilms.com), and Hector Perez, a.k.a. Horn Solo. “We’ve known each other for years and just recently decided to collaborate for fun, and it clicked. It was a great excuse to do a video. For this track we were also very lucky to feature Tim Brooks, formerly of the Young Offenders, who plays the ‘Angry Commuter’. He brought a pantsload of energy and genuine cyclist cred,” Evan told me. Also featured: the guys from that delicious new MASH shop (www.mashsf.com) near Duboce Park.

When asked about his own motherfucking bike heroes, Evans replied, “A guy named Joff Summerfield rode a penny farthing around the globe. He’d be right up there.” (Marke B.)

 

20 percent by 2020

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steve@sfbg.com

There’s no doubt that San Francisco is one of the best cities in the United States for bicyclists, a place where near universal support in City Hall has translated into regular cycling infrastructure improvements and pro-cyclist legislation, as a slew of activists and politicians will attest to on May 10 after dismounting from their Bike to Work Day morning rides.

But even the most bike-friendly U.S. cities — including Portland, Ore., Davis, Chicago, and New York City — are still on training wheels compared to our European counterparts, such as Amsterdam and Copenhagen, where around 30 percent of all vehicle trips are by bike. By comparison, even the best U.S. cities are still in the low single digits. [Correction: Davis, which stands alone among U.S. cities, is actually at about 15 percent bike mode share]

Board President David Chiu and other city officials proposed to aggressively address that gap two years ago after returning from a fact-finding trip to Europe that also included Ed Reiskin, executive director of the San Francisco Municipal Transportation Agency (SFMTA), the agency charged with implementing city policies that favor transit riders, cyclists, and pedestrians over motorists.

Chiu sponsored legislation setting the goal of having 20 percent of all vehicle trips in San Francisco be by bike by the year 2020 and calling for the SFMTA to do a study on how to meet that goal. It was overwhelmingly approved by the Board of Supervisors and signed by Mayor Ed Lee, who has regularly cited it and proclaimed his support for what it now official city policy.

But the city will fail to meet that goal, probably by a significant amount, unless there is a radical change on our roadways.

The latest SFMTA traffic survey, released in February, showed that bikes represent about 3.5 percent of vehicle trips, a 71 percent increase in five years. While the San Francisco Bicycle Coalition (SFBC) lauded that gain as “impressive,” it would mean a 571 percent increase in the next seven years to meet the 2020 goal.

The SFMTA study on how to meet the goal is long overdue, with sources telling us its potentially controversial conclusions have it mired by internal concerns and divisions. SFMTA spokesperson Paul Rose told us in March that it was coming out in April, and now he won’t say when to expect it and he won’t even make its authors available to answer our questions.

“We want to make sure everything is addressed before the plan is finalized,” he told us, acknowledging that it’s been a difficult process. “The challenge of reaching the goal is ambitious.”

Chiu acknowledges that the goal he set probably won’t be met and expressed frustration with the SFMTA. “I’m disappointed that two years after we set that goal, there is still no plan,” he told us, adding that to make major gains “will take leadership at the top” and a greater funding commitment to this cost-effective transportation option: “We’re spending budget dust on something that we say is a priority for the city.”

Reiskin also seemed to acknowledge the difficulty in meeting the goal when we asked him about it and he told us, “To get to 20 percent would be a quantum leap, no question, but the good news is there’s strong momentum in the right direction.”

Yet on Bike to Work Day, it’s worth exploring why we’re failing to meet our goal and how we might achieve it. What would have to happen, and what would it look like, to have 20 percent of traffic be people on bikes?

 

 

CLOSING THE GAP

SFBC Executive Director Leah Shahum said that all the group’s studies show safety concerns are by far the biggest barrier to getting more people on bikes. Most people are simply scared to share space with automobiles, so SFBC’s top priority has been creating more bikes lanes, particularly lanes that are physically separated from traffic, known as cycletracks, like those on a portion of Market Street.

“We’ve seen it time and again, when you build, they will come,” Shahum said. “People want to feel safe. They want dedicated space on the roadways.”

SFBC’s Connecting the City proposal calls for the creation of four crosstown colored cycletracks totaling 100 miles. Other bike activists emphasize the importance of projects that close key gaps in the current bike network, such as the dangerous section along Oak and Fell streets that separates the Panhandle from the Wiggle, scary spots that deter people from cycling.

That safety concern — and the possibilities for making cycling a more attractive option to more people — extends to neighborhood streets that don’t have bike lanes, where Shahum said measures to slow down automobile traffic and increase motorist awareness of cyclists would help. “What we’re talking about is a calmer, safer, greener, neighborhood-focused street,” she said.

Bike advocates say the goal is to make cycling a safe and attractive option for those 8 to 80 years old, a goal that will require extensive new bike infrastructure — not just new bike lanes, but also more dedicated bike parking — as well as education programs for all road users.

“What I hope is on the drawing board is infrastructure that will make more people feel safe riding, particularly women,” SFMTA board member Cheryl Brinkman, a regular cyclist, told us.

Shahum also praised the Bay Area Rapid Transit District’s new Bike Plan, which seeks to double the percentage of passengers who bike to stations (from 4 percent now up to 8 percent in 10 years), saying Muni should also take steps to better accommodate cyclists. And she praised the city’s bike-sharing program that will debut in August, making 1,000 bikes available to visitors.

But to realize the really big gains San Francisco would need to hit 20 percent by 2020 would take more than just steadily increasing the mileage of bike lanes, says Jason Henderson, a San Francisco State University geography professor who is writing a book on transportation politics. It would take a systemic, fundamental shift, one either deliberately chosen or forced on the city by dire circumstances.

“If gasoline goes to $10 per gallon, sure, we’ll get to 20 percent just because of austerity,” Henderson said. But unless energy prices experience that kind of sudden shock, which would idle cars and overwhelm public transit, thus forcing people onto bikes, getting to 20 percent would take smart planning and political will. In fact, it will require the city to stop catering to drivers and accommodating cars.

Henderson noted that bicycle mode share is as high as 10 percent in some eastern neighborhoods, such as the Mission District, Lower Haight, and in some neighborhoods near Civic Center. “In this part of the city, Muni is crowded and young people get tired of Muni being such a slow option,” Henderson said. “If you live within a certain radius of downtown, it’s easier to bike.”

To build on that, he said the city needs to limit the number of parking spaces built in residential projects in the city core even more than it does now, as well as adding substantially more affordable units. “The most bikeable parts of the city have massive rent increases,” he said. “We have to make sure affordable housing is wrapped around downtown.”

Henderson said city leaders need to show more courage in converting car lanes and street parking spaces into bike lanes, creating bike corridors that parallel those focused on cars or transit, and exempting most bike projects from the detailed environment review that slow their implementation. At the same time, he said the city needs to drastically expand Muni’s capacity to give people more options and compensate for bike improvements that may make driving slower.

“If you want 20 percent bike mode share, you need 30 percent on transit,” he said, noting that public transit ridership in San Francisco is now about 17 percent, far less than in the great bike cities of Amsterdam and Copenhagen, which made a commitment to reducing reliance on the automobile starting in the 1970s. “It’s like a puzzle.”

 

 

BARRIERS AND BACKLASH

The kind of active urban planning that Henderson advocates would be anathema to many San Franciscans, particularly people like Rob Anderson, the blogger and activist who sued San Francisco over the lack of studies supporting its Bike Plan and created a four-year court injunction against bike projects that just ended two years ago.

“The only way you could get to 20 percent is creating gridlock in San Francisco. I don’t think it’s going to happen. City Hall is adopting a slogan as transportation policy,” he told us. “It’s a statement of pro-bike, anti-car principle, but it’s not a realistic transportation policy.”

Anderson considers bicycles to be dangerous toys that will never be used by more than a small minority of city residents, believing the majority will always rely on automobiles and there will be a huge political backlash if the city continues to take space from cars for bikes or open space.

Many city officials and cycling advocates say making big gains means convincing people like Anderson that bicycles are not just a viable transportation option, but an important one to facilitate given global warming, oil wars, public health issues, and traffic congestion that will only worsen as the population increases.

“We need to help all San Franciscans see cycling as a legitimate transportation option,” Chiu said. Or as Shahum put it, “It’s prioritizing space for biking, walking, and transit over driving.”

Shahum said the city’s political leaders seem to get it, but she doesn’t feel the same sense of urgency from the city’s planners.

“I feel like the bureaucracy needs to get on board. We have strong political support and the public support is growing,” Shahum said. “We’ve set ambitious, worthwhile, and I think achievable goals, yet nobody is holding the city accountable….It can’t just be a political platitude, it needs to be an actual plan with measureables and people held accountable.”

She cited studies showing that the most bike-friendly cities in the U.S. are spending between $8 million and $40 million a year on bike infrastructure and education programs, “but San Francisco is spending more like $2-3 million, which is peanuts…San Francisco has got to start putting its money where its mouth is to improve biking numbers.”

It’s cheap and easy to stripe new bike lanes. “It’s one of the best investments we can make in terms of mode share,” Reiskin said. That makes cycling advocates question the city’s true commitment to goals like the 2020 policy. “We will need more investment,” Chiu said, “but compared to other modes of transportation, it is far cheaper per mile.”

 

 

POLITICAL WILL

So why then has San Francisco slipped back into a slow pace for doing bike projects following a year of rapid improvements after the bike injunction was lifted? And why does the city set arbitrary goals that it doesn’t know how to meet? The answer seems to lie at the intersection of the political and the practical.

“We need a more detailed and comprehensive strategy that says this is where we need to be in five years and this is how we get there,” Sup. David Campos, who chairs the San Francisco Transportation Authority, told us. “I feel like the commitment is there, but it’s a question of what resources you have to devote to that goal.”

But it’s also a question of how those resources are being used, and whether political leaders are grabbing at low-hanging fruit rather than making the tough choices to complete the city’s bike network and weather criticisms like those offered by Anderson.

It often seems as if SFMTA is still prioritizing political projects or experimenting in ways that waste time and money. For example, the most visible improvement to the bike network in the last year, and the one most often cited by Mayor Lee, is the new cycletracks on JFK Drive in Golden Gate Park. But they do little to make cycling more attractive and they may even exacerbate tensions between cyclists and drivers.

It was one of two major bike projects that Mayor Lee announced on Bike to Work Day last year, and it seemed to have more to do with politicians announcing more bike lane mileage that with actually improving the bike network.

The other project Lee announced, just a few blocks of bike lanes on Fell and Oak streets, really was a significant bike safety advance that SFBC has been seeking for several years. But Lee failed to live up to his pledge to install them by the end of 2011 after neighbors complained about the lost parking spots, and the project was pushed back to next year at the earliest.

“We’re talking about three blocks. It’s relatively small in scope but huge in impacts,” Shahum said of the project. “If the pace of change on these three blocks is replicated through the city, it’ll take hundreds of years to meet the [20 percent] goal.” But Lee Press Secretary Christine Falvey said: “The mayor is very much committed to the aggressive goals set to get to 20 percent by 2020 and the city is moving in the right direction. He has also always supported the Oak Fell project and we’re seeing progress.” Yes, but not the kind of progress the city would need to make to meet its own goal. “Chicago is really the leader right now,” Shahum said, noting Chicago Mayor Rahm Emanuel’s commitment to building 25 miles a year of new cycletracks and the city’s advocacy for getting more federal transportation money devoted to urban cycling improvements. “Where does San Francisco fit in this? Do we want to be at that level or not?”

Fixie freaks, this weekend’s for you

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If riding fixed gear bikes on BMX-style ramps and structures sounds like something you’d think up after a half-case of energy drink, take heart oh palpitation pal — it was in fact dreamed up by Red Bull. Also, you’ll be able to check out the absolute chaos on Thu/26 and Sat/28 sans worries of smashing your own over-caffinated brain box all over the asphalt.

Oh yes, this is the Red Bull Ride + Style event, the second year of the taurine queen’s atypical sport biking event. I checked it out last year and was blown away not only by the fact that competitors were catching air on their fixed gears, but also by the art — the main event’s structures were tricked out by some of SF’s finest illustrators. This year, Apex, Jet Martinez, Chor Boogie, and Max Ehrman will try their hand at beautifying the madness.

One thing that’s different about this year’s festivities is that it would appear that a year has stoked the interest of more riders — 2012 will feature a qualifying event on Thu/26 at Mezzanine that will serve as gauntlet for those looking to flip about Justin Herman Plaza on Saturday. 

Track qualifying heats

Thu/26 7pm-midnight, free

Mezzanine

444 Jessie, SF

www.redbull.com/ridenstyle


Red Bull Ride + Style

Sat/28 noon-6pm, free

Justin Herman Plaza

Market and Embarcadero, SF

www.redbull.com/ridenstyle

 

Summer camp on wheels

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emilysavage@sfbg.com

MUSIC While Rupa Marya of Rupa & the April Fishes and Gabe Dominguez of Shake Your Peace are crossing their fingers for cloudless, sunny days ahead during their joint week-long bicycle trek around the Bay Area, in some ways, they were brought together by a storm.

It was a storm both physical and figurative: the scattered downpours during their first encounter at the now-dispersed Occupy SF campsite at Justin Herman Plaza last November (11.11.11) during the Occupy Music Festival — where both bands played — and, the subsequent storm of ideas that lead to the bike tour agreement.

“So it was kind of like the perfect storm,” says Dominguez, sitting next to Marya in the Nervous Dog Coffee cafe on Mission Street in early April. “It was an auspicious day,” Marya later adds. “Oh my god, what a day.”

The fruit of that brainstorm, the Bay Rising Tour, will kick off tomorrow at Stanford University, with the ragtag bicycle caravan of around 15 core riders heading counterclockwise around the Bay, stopping in nine cities over 10 days, playing both conventional music venues and guerillas art spaces. The musicians on bikes piled high with gear will turn their final corner on to Divisadero to play the Independent April 28.

Marya and Dominguez had walked into the Nervous Dog that afternoon smiling, bubbling with expectations of the impending tour. The two are clearly platonically smitten with another other’s passion for social justice, global music, and good old-fashioned bike fun.

As Marya nibbles an empanada from the cafe, Dominguez continues their story. “We made the connection that both of our bands make multicultural dance rebel music, rock music for the ecotopian revolution. Bicycles, bioregionalism, now being the time — it all just coalesced.”

One key difference that’s soon to evaporate: Shake Your Peace has done many bike tours, but this will be Rupa & the April Fishes’ first (though they’ve done some trial runs in preparation).

Along with leading Shake Your Peace, and playing in Tiny Home with his girlfriend, Sonya Cotton, Dominguez is a co-founder of the yearly Bicycle Music Festival (since 2007) with Paul Freedman, who too plays a role in the Bay Rising Tour.

Freedman’s company is Rock the Bike, which built the pedal-powered audio system the groups will use in the open space and outdoor venues — San Jose Bike Party, Fremont Earth Day Grounds, Keller Beach Park.

Along with those mentioned, the tour will roll to A Place for Sustainable Living in Oakland for an Earth Day party (with food cooked by Marya’s urban farmer brother), a Beaver Liberation show in Martinez, and a Glen Cove ceremony by Ohlone Leaders in Vallejo.

Out on the road between venues, the caravan has three transportation strategies: people carrying their own instruments on bicycles, those packing larger instruments like guitars on Xtracycles — an Oakland company that sells an extension for the back of the bike — and lastly, a few riders on electric-hybrid bikes carrying six-to-eight foot trailers.

They also are encouraging other cyclists and Bay Area residents to come along for the day rides between shows — to help map out the flattest routes. There’s a real community effort feel to the plan.

“In the wake of where we find ourselves right now, economically, sociopolitically, we can’t wait for someone to hand us the reality we want. We have to build it, we have to create it. And that’s what’s so exciting about this way of touring,” Marya says.

She adds, “it’s not asking for permission, it’s just doing what you do as a musician, which is to mobilize yourselves…bring people on your journey, have a chance to interact with them in another way, which is so different than get on the tour bus, be isolated, be backstage. We’re going to create the stage, we’re going to create the experience.”

Both bands make the kind of music that invites interaction and discussion, so an interactive tour, flipping the tradition of a clear separation between artist and audience, seems the right direction.

Rupa & the April Fishes — now wrapping up their third studio album, Build — have long been fixtures on the global music scene, a Bossa nova bumping mix of Brazilian, Indian, Latin, and French influences, sung in three languages. While based out of San Francisco, they’re often out exploring the world, most recently Chiapas, Mexico; Amsterdam; and Athens, Greece.

Shake Your Peace started out in New York as folk trio, but now “Shake Your Peace 2.0” makes a style of music that Dominguez has dubbed “whup” — a melding of Afro-Latin beats with bluegrass instruments such as fiddle, and gospel harmonies.

“W-H-U-P, it’s a celebratory spirit with a philosophy, a political approach,” Dominguez explains excitedly. “We’re not just fighting for better wages, we’re fighting for life. It’s the spirit of your heart kicking. The scream when you come out of the womb. Life, yaow!”

He appears equally amped on the Bay Rising tour itself, adding again that others should join the rides with the bands — “they’re welcome to experience this rolling summer camp with us.” And they’ll both be Tweeting their locations along the way for the day rides.

As the effusive conversation in Nervous Dog comes to a close, Dominguez and Marya are still talking about the logistics of the trip, including where they’ll crash at night, and the importance of gathering tarps to cover all their gear, just in case of bad weather. 

BAY RISING TOUR

With Rupa & the April Fishes, Shake Your Peace

Thu/19-Sat/28

Various venues, Bay Area

www.theaprilfishes.com

 

SF allows bikes indoors, but its cycling goal is elusive

63

When the Board of Supervisors this week voted 9-2 to require commercial building owners to allow employees to bring their bicycles indoors while they work, ordinance sponsor Sup. John Avalos hailed the legislation as an important step toward meeting the city goal of having 20 percent of all vehicle trips in the city be by bike by the year 2020.

“We are removing a barrier to people getting around the city by bicycle,” Avalos said at the March 6 hearing, noting that the measure addresses cyclists’ concern about bike theft and helps keep sidewalks uncluttered and racks and poles free for other cyclists to use.

While it’s true this may help make cycling a bit more attractive, San Francisco would have to take far bolder actions to get anywhere near meeting its 20 percent by 2020 goal, a target it set in 2010 with legislation sponsored by Board President David Chiu and one regularly touted in speeches by Mayor Ed Lee.

Just last month, the San Francisco Municipal Transportation Agency released its latest bike count survey, which showed that about 3.5 percent of vehicle trips in the city are taken by bike, a 71 percent increase in the last five years, gains the San Francisco Bicycle Coalition lauded as “impressive.” Yet to reach the city’s goal would require a 571 percent increase in the next seven years – one that would seem unattainable at this pace.

“It’s a very ambitious but realistic goal,” SFBC director Leah Shahum told us, although she acknowledged it would require a drastic change in the city’s approach. “I’ve been impressed by how much Mayor Lee has touted the 20 percent by 2020 goal, but our city agencies need to step up their sense of urgency and commitment to meet that goal.”

The SFMTA is now finalizing a report on how to hit that 2020 target, which is scheduled for release next month. But agency spokesperson Paul Rose acknowledged the difficulty in meeting that goal: “It would take funding resources which at this point we don’t have.” He can’t yet say would it would take to meet the goal, which the report will outline, but he said, “We’re exploring what can be achieved with our available funding.”

Shahum said all studies by SFBC and other groups show concerns about safety is the biggest barrier to substantially increasing cycling in the city, and that most people need bike lanes – particularly paths physically separated from cars, known as cycle tracks – to feel safe. She praised the SFMTA for installing 20 miles of new bike lanes in the last two years, its fastest pace ever, “but that pace needs to double or triple to meet that goal.”

Instead, Mayor Lee has backed off a pledge he made last year to fast-track a short segment of bike lanes on dangerous sections of Oak and Fell streets that would connect two popular east-west bikeways: the Panhandle and the Wiggle. That project was delayed by a year for more meetings and work after motorists objected to the loss of street parking spots.

“We’re talking about three blocks. It’s relatively small in scope but huge in impacts,” Shahum said of the project. “If the pace of change on these three blocks is replicated through the city, it’ll take hundreds of years to meet the goal.”

In his run for mayor last year, Chiu regularly touted the 20 percent goal he set in 2010 after returning from a fact-finding trip to the Netherlands – where about 38 percent of vehicle trips are by bike – that he took with SFMTA Director Ed Reiskin, SFBC members, and officials from other cities. Chiu says that San Francisco might be further along than the SFMTA figures show, citing an SFBC poll showing that 5 percent of San Franciscans say they ride a bike daily and another 12 percent ride more than once a week.

“Whatever the current percentage is, we have a long way to go. We have to be bolder about specific projects and strategies,” Chiu told us. He said there is a growing recognition that promoting cycling is an important way to address traffic congestion and greenhouse gas reduction and that “segregated bikes lanes are the most efficient way to move the most people through areas of urban density.”

Chiu also said that San Francisco could be poised for rapid progress on the creation of new bikes lanes, citing early opposition to replacing parking spaces with parklets and the car-free Sunday Streets (which kicks off its new season this Sunday along the Embarcadero) events, with the business community and many neighborhood groups fearing that restrictions on motorists would hurt businesses.

“The experience has turned out to be exactly the opposite,” Chiu said, noting the explosion in demand for parklets and new Sunday Streets events in the last couple years, saying that a widening embrace of more cycle tracks and other biking infrastructure could be next.

Mayoral Press Secretary Christine Falvey told us, “The mayor is very much committed to the aggressive goals set to get to 20 percent by 2020 and the city is moving in the right direction. He has also always supported the Oak Fell project and we’re seeing progress. It will be complete in 2013 and he has been talking to the SFMTA about the project to keep up to date. San Francisco is on its way to becoming the most bicycle friendly city in the U.S. and in this era of limited public funding, the mayor is working with the SFMTA to explore what ways we can increase trips taken by bicycle with available funding and increased public awareness.”

She cited the Avalos legislation and the current installation of cycle tracks on JFK Drive in Golden Gate Park as examples of the city’s commitment to “move us toward the goal of 20 percent,” but many in the cycling community consider these efforts to be low-hanging fruit – easy, cheap, and non-controversial improvements – that won’t get the city anywhere near its stated goal.

Bike activist Marc Salomon is critical of the incremental approaches taken by SFBC and the city, saying that to make significant progress the city needs to address enforcement and the culture on the roadways, protecting cyclists from aggressive or impatient motorists and recognizing that many traffic laws don’t make sense for cyclists.

“We need to change the culture of the cops to make sure every street is a safe street,” he said. Shahum said that’s an issue SFBC is trying to address: “We are talking to them about how police could better enforce dangerous behaviors.”

Yet any efforts to promote cycling will likely be met with a backlash by motorists who resent losing space to cyclists and the fact that many cyclists routinely run stop signs and lights. Sups. Sean Elsbernd and Carmen Chu voted against the Avalos legislation, with Chu objecting to city staff evaluating businesses that seek waivers based on limited space or other factors, calling it a waste of precious resources.

But Avalos noted that his ordinance – which will be up for final approval on its second reading this Tuesday – has no enforcement mechanisms and “overall, this is a cost effective way to promote bicycling in the city. The costs are minimal.”

He also thanked the conservative Building Owners and Managers Association for supporting the legislation. Shahum said BOMA strongly opposed similar legislation almost 10 years ago and its embrace of it now shows how attitudes toward cyclists have changed. “There are so many more people biking now and the business community recognizes the benefits of having more of their employees biking,” she said.

Even politically moderate supervisors have been supportive of promoting cycling, with Sup. Scott Wiener saying at this week’s hearing, “It’s very important to make it as easy as possible to bike, and bike theft is a big issue in this city as well.”

Are you on a ‘Motherf*ing Bike’?

1

Very much vehement trolling has been expended on the subject of the “privileged bike mob” in San Francisco. Let this insanely catchy tune and goofy-genius vid by Sons of Science fan the fixie flames!

Mayor Lee’s vanishing bike lanes

77

By Morgan Fitzgibbons

OPINION When Mayor Ed Lee announced in February 2011 that he understood both the critical importance and the severe dangers inherent in the current bicycle infrastructure along the dual three-block stretches of Fell and Oak between Scott and Baker, a shot went through the community of people who had worked for so long to bring awareness to this troubled path.

Finally, it seemed, we had a mayor who understood that if San Francisco was serious about living up to its own nearly 40-year-old pledge to be a transit-first city, a narrow bike lane sandwiched between parked cars and fast-moving traffic on Fell Street and a complete absence of any bicycle infrastructure on Oak simply wouldn’t do.

Finally, we had a mayor who wouldn’t be satisfied with mere words on a page, who had the courage to carve out one single safe bike route from the east side of town to the west, to create a viable alternative to automobile transportation, to prepare our city for the inevitable challenges presented by climate change, peak oil, and economic collapse, and to do it in the face of the predictable objections from a few small-picture citizens who couldn’t look at the 60 square feet of a parking spot and imagine anything other than a privately owned two-ton pile of steel taking up precious public space.

The community of people who had waited nearly 40 years for the city to live up to its own word kept on waiting throughout 2011, patiently allowing the Municipal Transportation Agency to perform its due diligence, attending multiple public meetings in the hundreds, and delivering a resounding verdict: bring us our separated bike lanes. Make this neighborhood a better place to live. Begin the long work of preparing our city for a way of living that doesn’t center around the automobile.

With the public process complete and the calendar turning to nearly one year since Lee called for the MTA to “move quickly” to create separated bike lanes on Fell and Oak, the MTA handed down a jarring announcement. The Fell and Oak Bikeways were being delayed because the agency needed to take extra time to do all that could be done to find nearby replacements for the 80 parking spots set to be removed for the bike lanes.

That’s right — in a city that has for 40 years had an explicit policy of giving preference to transit options that weren’t the automobile, in a city that, nevertheless, has over 440,000 public parking spots and zero safe, accessible bike routes from the east side of town to the west, the creation of a separated bikeway that the vast majority of the community wants, and that the mayor’s own newly appointed District Supervisor, Christina Olague, is in support of, was being delayed by nearly a year so that the loss of private automobile parking would be as small as possible.

How does this happen? In a word: fear. The mayor and MTA are afraid of ruffling a few feathers to do what they know is right.

Cities like New York, Portland, and Minneapolis are leapfrogging us in building the cities of tomorrow. Chicago is creating 100 miles of separated bike lanes in the next four years. Don’t call us America’s Greenest City — you’re thinking of the San Francisco of 40 years ago.

Morgan Fitzgibbons is co-founder of the Wigg Party, a Western Addition neighborhood sustainability group

Bike-borne tacos are coming! But not without your help

0

Now, Rose “Slam” Johnson’s Hot Bike would not be the first taco bike in the Bay Area. That honor, of course, is due to Alfonso Dominguez’s El Taco Bike. But Hot Bike does have something going for it, besides the adorableness of its creator (one of our Hot Pink List designees from last year’s Queer Issue). Where Dominguez’s ride was merely the storage receptacle for delicious steamed tacos de canasta, Johnson’s will serve as an actual portable kitchen on a Yuba Mundo utility bike. That’s right — vegan tacos made to order. 

She’s looking to raise $5,000 to make her dream a reality. Yes, that means a Kickstarter. But the video’s cute too! Look at it: 

Potential offerings for the Hot Bike include roasted veggies and sweet beans (!), each topped with Johnson’s signature beet coleslaw. The project is the culmination of many years of dreaming by the queer community activist, who has done work with the SF Bike Coalition’s Bike to School program, AIDS Life Cycle, the YMCA’s bike program, and the LGBT Center’s youth meal nights. She’s into the way that food has the power to bring people together. And she lives for biking — Johnson often spends the summer on the back of two wheels, having trekked up and down both coasts. 

Johnson plans to focus on catering events, or posting up alongside other food carts. I asked her during our recent interview on the bench outside of the 24th Street Philz Coffee why she wouldn’t be into doing the jingle-jangle ice cream truck thing (visions of door-to-door taco service pinging about my head) and she said it had to do with a concept she calls the “street food bubble.” See, people it seems are hesitant to buy tacos off the street from somebody whose kitchen hygiene skills are unproven. That’s why she likes to vend her wares in more established areas. 

“Once it’s popped, it’s popped,” Johnson continued. “But yeah, otherwise people are skeptical of selling food on the street.”

Overcome what skepticism remaining in your heart on Sun/26, when she takes her outfit (minus bike, that’s not built yet) over to Public Works for the club’s Stardust Sunday party featuring the First Church of the Sacred Silversexual, Mancub, and 8ball of the Space Cowboys. 

Stardust Sunday feat. tacos by Hot Bike

Sun/26 8 p.m.-12:30 a.m., $5 presale

Public Works

161 Erie, SF

www.publicsf.com

West Oakland’s Bikes 4 Life re-opening with rides for all

0

“It keeps me occupied, not doing trouble in the summer, and after I’m gone it’s going to leave me with some experience,” says Lamar, a 16-year-old who works at Bikes 4 Life in the West Oakland community bike shop’s promotional video. After the completion of its remodels, the shop is re-opening tomorrow, Sat/11, and will be handing out free rides to the neighborhood kids.

The shop opened in 2009. It was a direct response to the spate of crime that was taking West Oakland’s youth away from creative, productive pursuits and into Juvenile Hall. Bikes 4 Life welcomes the neighborhood’s kids in for lessons in bike repair and maitenance — skills that have the added bonus of providing kids with the tools for gainful employment down the road. 

Making a difference, one spoke at a time. Tomorrow, Bikes 4 Life celebrates the changes to its workshop with an event during which it will give away 20 bikes to neighborhood kids, and get some of its program participants up on their soap box to talk about how the program has made a difference in their lives. 

Bikes 4 Life grand re-opening

Sat/11 noon, free

Bikes 4 Life

1600 Seventh St., Oakl.

(510) 452-2453

www.bikes4life.com

Bike lightly

1

DIY has long been an integral part of San Franciscan culture. Underground music venues, art cars, pop-up food trucks — San Franciscans have been crafting their own good times for years. And while the concept of creating and customizing your own bike isn’t new, a bike studio in the Tenderloin is putting a lightweight, environmentally-friendly spin on it.

Bamboo Bike Studio, started in 2009 by three Brooklyn-based bike obsessives, gives patrons the opportunity to build a safe, quality, visually-striking bike from the ground up by attending one of its weekend workshops. (Kits start at $459.) The shop uses bamboo — a plentiful, regenerative material — harvested from the Yucatan Peninsula.

While the concept of creating a bike from scratch may seem like a tall order, the friendly, committed staff makes the bike-building fun and fascinating. (For those without a lot of time to tinker, the studio also offers a steel frame option that only takes about four to six hours to complete.)

Worries about the legitimacy, safety, and durability of bamboo bikes can be assuaged by a quick test-drive and conversation with someone who has either built one or ridden one. The bikes come in a variety of different sizes and with a variety of fixtures and are exceptionally smooth and strong. They are also pretty light and easy to take care of, perfect for commuters. And if you ever have a problem with your bike, you can always drop into the studio and get it fixed.

“It was intimidating for me before I built them,” says BBS co-founder Justin Aguinaldo, a Mendocino County native who originally opened the shop in Brooklyn, but moved it here in 2009. “I can understand that. But actually, we are specifically looking to help people who are not already experienced builders because the empowerment from building your own things so exceeds the part of being afraid. It’s something that everyone can enjoy and benefit from, which is what we build our program around.

Aguinaldo, a longtime bike messenger, never seems far from two wheels. “I ride a bamboo bike mostly because it’s incredibly comfortable. I use other bikes, but I mostly ride bamboo. I don’t use it for racing or working, but just day-to-day and functionality-wise, it’s really enjoyable and reliable.”

When you walk into the Tenderloin BBS studio, it’s clear that the DIY ethos is as integral to the shop as the bikes themselves. From the homemade tool racks to the not-yet-completed shop sign that is being worked on by an employee, nearly everything (save for the foosball table) was built by the studio workers from scratch. As someone who struggles to tie their own shoes, just being in the place was inspiring, and the process of building my own bike was, well, enlightening.

“DIY has always really appealed to me,” studio worker Erik Castillo said. “You don’t have to go get a fancy bike and pay for the brand. You can get just as good a bike here — whether it’s the steel frame ones or the bamboo ones. The actual bamboo bike is just one of our ships that we use to get where we’re going.”

That’s what’s really interesting about the studio — that its goal is not even necessarily to get you on their bamboo wheels, but to spread bike culture in general. In 2010, the founding members of the studio even traveled to Ghana to help open up a bamboo bike factory to serve those who couldn’t afford expensive rides.

The shop is also committed to integrating into the Tenderloin, and building a inspiring, positive haven in a community that is short on such places. Spend a half an hour in the unpretentious studio, and you’re liable to meet a cast of characters including bike messengers, regular citizens working on their bikes, and Tenderloin neighbors.

“It’s not closed off to anyone,” Castillo explained. “It’s totally open to everyone. If you need help, we are here for you. But if you want to just hang out, you can do that too. Everyone is welcome.”

“If just owning a bamboo bike was the end goal, we’d just build them for you,” Aguinaldo told me. “For us, it’s about empowering more people and providing people with the value of creating your own thing. The bike isn’t the end goal. It’s about building it, riding it, learning from it — seeing how it affects everything else in life.” *

Bamboo Bike Studio 982 Post, SF. www.bamboobikestudio.com

 

Guardian editorial: Plazas are public space

1

EDITORIAL The attack on public space has been underway for years now in San Francisco. Parks and recreation centers have been turned into pay-to-enter facilities rented out to private organizations. The sit-lie law restricts the use of public sidewalks. Occupy protesters have been evicted from a public plaza. And now, Supervisor Scott Wiener wants to put new restrictions on the mini-parks and plazas that have been a rare bright spot in the battle to reclaim the streets.

Wiener has introduced legislation that would ban camping, cooking, four-wheeled shopping carts, and the sale of merchandise in Harvey Milk Plaza and Jane Warner Plaza, near Market and Castro. He argues that the two parklets — one reclaimed from what had been roadway — are in legal limbo: They aren’t parks, so the city’s park codes don’t apply, and they aren’t sidewalks, so rules like the sit-lie law don’t apply, either.

But there are serious problems with the Wiener legislation. For one thing, it’s clearly directed at homeless people — the ban on shopping carts makes no sense at all except for the fact that a lot of homeless people carry their possessions in those carts. And the ban on camping (which isn’t a problem right now in the two plazas) could be used to prevent an Occupy-style action in the Castro.

The ACLU says there are serious constitutional issues with the bill. In a Jan. 21 letter, ACLU staff attorney Linda Lye notes that the ban on the sale of merchandise without a permit could “burden expressive activity.” And she explains that the shopping cart rules have exceptions for bicycles, strollers, and two-wheeled carts, but “it is wholly unclear why some but not other wheeled conveyances are singled out for prohibition, other than to restrict the activities of an unpopular group.”

A letter signed by 21 members of the Harvey Milk Club, including co-founders Harry Britt and Cleve Jones, Assemblymember Tom Ammiano, and eight past club presidents, points out that “the interests of the LGBT community have always been united with the interests of public space. As a community that is forced—far too often and for far too long—to spend much of our collective lives ‘in the closet,’ the ability to be free in public spaces has been tremendously liberating. Harvey Milk knew that liberation was only possible if we escaped the shadows of anonymity and invisibility. When we restrict these spaces—even when those restrictions are meant, initially, to be applied to another group of people—we damage ourselves.”

The issue goes far beyond the Castro. There are a growing number of small plazas in the city, part of the popular and successful Pavement to Parks Program — and the last thing the city should be doing is putting undue restrictions on their use.

Wiener, to his credit, has been in touch with the ACLU, and amended his original proposal to exempt the sale of newspapers and other printed material. But that doesn’t solve the First Amendment issues — for example, would the sale of T-Shirts with political slogans be banned? Could the city decide which political candidates or causes could get a permit and which couldn’t?

The whole thing seems like a solution in search of a problem. The plazas, like most of the city’s parklets, are for the most part clean and well-maintained community gathering spots that don’t need new rules or restrictions. The supervisors should reject the Wiener legislation.

 

Plazas are public spaces

3

EDITORIAL The attack on public space has been underway for years now in San Francisco. Parks and recreation centers have been turned into pay-to-enter facilities rented out to private organizations. The sit-lie law restricts the use of public sidewalks. Occupy protesters have been evicted from a public plaza. And now, Supervisor Scott Wiener wants to put new restrictions on the mini-parks and plazas that have been a rare bright spot in the battle to reclaim the streets.

Wiener has introduced legislation that would ban camping, cooking, four-wheeled shopping carts, and the sale of merchandise in Harvey Milk Plaza and Jane Warner Plaza, near Market and Castro. He argues that the two parklets — one reclaimed from what had been roadway — are in legal limbo: They aren’t parks, so the city’s park codes don’t apply, and they aren’t sidewalks, so rules like the sit-lie law don’t apply, either.

But there are serious problems with the Wiener legislation. For one thing, it’s clearly directed at homeless people — the ban on shopping carts makes no sense at all except for the fact that a lot of homeless people carry their possessions in those carts. And the ban on camping (which isn’t a problem right now in the two plazas) could be used to prevent an Occupy-style action in the Castro.

The ACLU says there are serious constitutional issues with the bill. In a Jan. 21 letter, ACLU staff attorney Linda Lye notes that the ban on the sale of merchandise without a permit could “burden expressive activity.” And she explains that the shopping cart rules have exceptions for bicycles, strollers, and two-wheeled carts, but “it is wholly unclear why some but not other wheeled conveyances are singled out for prohibition, other than to restrict the activities of an unpopular group.”

A letter signed by 21 members of the Harvey Milk Club, including co-founders Harry Britt and Cleve Jones, Assemblymember Tom Ammiano, and eight past club presidents, points out that “the interests of the LGBT community have always been united with the interests of public space. As a community that is forced—far too often and for far too long—to spend much of our collective lives ‘in the closet,’ the ability to be free in public spaces has been tremendously liberating. Harvey Milk knew that liberation was only possible if we escaped the shadows of anonymity and invisibility. When we restrict these spaces—even when those restrictions are meant, initially, to be applied to another group of people—we damage ourselves.”

The issue goes far beyond the Castro. There are a growing number of small plazas in the city, part of the popular and successful Pavement to Parks Program — and the last thing the city should be doing is putting undue restrictions on their use.

Wiener, to his credit, has been in touch with the ACLU, and amended his original proposal to exempt the sale of newspapers and other printed material. But that doesn’t solve the First Amendment issues — for example, would the sale of t-shirts with political slogans be banned? Could the city decide which political candidates or causes could get a permit and which couldn’t?

The whole thing seems like a solution in search of a problem. The plazas, like most of the city’s parklets, are for the most part clean and well-maintained community gathering spots that don’t need new rules or restrictions. The supervisors should reject the Wiener legislation.

Bike lane runway

2

WINTER LOOKS I spend a lot of time convincing my friends that we should ride our bikes places, and the main pushback I get is due to the fact that they don’t want to look like they just got off a bike.

It’s faulty reasoning. Leaving aside how attractive environmental awareness is, anyone who has ever checked out the Vélo Vogue style blog or the global family of Copenhagen Chic websites knows that a bike can make an already-stylish outfit look sexy in a precarious, fly-by-night way. Think about watching someone run gracefully in heels.

Honestly, I don’t think you need a special wardrobe to be bangin’ on a bike. A tip that I do tend to pay mind to: high-waisted pants are your friends. A man once stopped me when my thong had risen above my denim horizon to ask me if I had no modesty. A cretin, yes — but his brand of stick-up-assery is easily mitigated by a kicky pair of retro mom jeans. Also, fear not the high heel, but rather the boot or flat with little heel-arch delineation — unless you have toe cages, in which case you can wear nearly any footwear you like as long as the cages are tight enough, even flip-flops.

Of course, if you are wearing flip-flops in San Francisco you have larger style issues, ones that may not be resolved by reading about bike brands that are crafting clothes that are at once sturdy enough to brave the biting winds and occasional damp of winter months, yet are still exciting and stylish. For the rest of us, such is the list that follows. 

RAPHA CYCLE COMPANY

This Italian bike brand’s Marina café-store could be the perfect spot to begin your quest for cold weather gear. First of all: coffee. Four Barrel percolates in a cafe tucked away in the corner of the sales floor — which is mainly occupied by a long communal table where riders mingle on their way out to the foggy Marin hills or the grocery store. Clothing-wise, the selection isn’t huge, but Rapha’s urban wear is well-made and classy. Straight-leg men’s jeans are made with a blend of nylon, cotton, and elastane yarn, with a waist cut higher in the back, and shiny stuff inside for when you roll up them cuffs.

2198 Filbert, SF. (415) 896-4671, www.rapha.cc

IVA JEAN

I’ve yet to see a more versatile option for biking in the rain than this Seattle brand’s silver-gray cape. There’s a front pouch to keep your keys in, and ample ruching options to allow onlookers a glimpse at what you’ve got going on underneath. It’s like a blanket, a sexy, functional, water-repellant blanket.

www.ivajean.com

MASH TRANSIT

Perhaps you’ll stop by this bike shop nook in Duboce Triangle for a special edition Unicanitor-Barry McGee saddle — just don’t forget to check out what’s on offer that’ll make your morning commute drier. Histogram arm warmers promise extra sleeve coverage, there’s henleys and rain trenches for the taking, and Bay Area-made Inside Line Equipment water-proof backpacks will set you apart from the omnipresent Chrome crowd.

733 14th St., SF. (415) 448-6611, www.mashsf.com

OUTLIER

This label from Brooklyn makes subdued designs functional enough that “they” won’t blink an eye if you have to follow that polished dismount with a day at work, and then with a night tramping around town. I’m a particular fan of the women’s daily riding pant, made of doubleweave twill. The fabric is smooth enough to shred the city streets, and comes in fetching blues and gray that’ll last you through spring.

www.outlier.cc

B.SPOKE TAILOR

But perhaps none of these items are quite what you are looking for. Sweets, if that’s the case — and if you’re the type to buy signature pieces that last you for years, cuz these pricetags are no joke — you should go to Oakland’s Nan Eastep. Her B.Spoke Tailor line births custom-made biking raincoats with extra-long sleeves that don’t make coat-backs pull across shoulderblades. Or try her capes. Why not, you now qualify as a fashion superhero.

(510) 435-3890, www.bspoketailor.com

 

Bikes and sailboats

8

OPINION I’m not much of a sailor. In fact, I’ve been known to turn more than a little green when venturing out on the bay under sail. So it may seem a little odd that I am excited about the America’s Cup regatta coming to San Francisco. This high-profile international yacht race has the potential to accomplish even more impressive feats on land than on water, ultimately leaving a legacy of safer streets and more accessible neighborhoods.

An anticipated five million spectators will put the city’s transportation infrastructure to the test. It starts this summer with the qualifying races, then ramps up in summer, 2013, when upward of a half million people are expected to travel to the waterfront on peak race days.

There’s no possible way to move all of these people around this tightly packed city in cars. For proof, talk to anyone who’s been near the waterfront during Fleet Week, a traffic nightmare at a fraction of the size of the America’s Cup.

The Mayor’s Office plan for the America’s Cup wisely puts bicycle transportation front and center. Event planners and politicians know that traffic and parking constraints will preclude many from driving, and transit capacity can be stretched only so far so fast.

Event organizers propose investing in a robust bike share program, park-and-ride lots where visitors can ditch their cars on the edge of the city and pedal the last few miles, and plenty of secure valet bike parking lots.

The most important component is ensuring that the city also invests in safe, comfortable routes welcoming the wide diversity of people who will be trying out two wheels — people who are likely to continue biking long after the events if they have a good experience.

A top priority must be the Embarcadero. Already an enormously popular — and overcrowded — bike route for locals and visitors, the Embarcadero should be made more welcoming to the huge numbers of people who will be drawn there on bikes and by foot.

On big event days, the plan calls for temporarily designating an existing travel lane as bicycle-only space and freeing up the pathway for walking — a more comfortable set-up for everyone.

I urge city leaders to take advantage of this opportunity to pilot a permanent, dedicated bikeway on the waterside of the roadway — the EmBIKEadero. It’s a low-cost, easy way to reconnect people with the waterfront and offer an unparalleled biking experience.

Imagine riding on a mini-version of Sunday Streets on the Embarcadero any day of the week. Imagine a New York City-style high line for S.F.’s waterfront, from Mission Bay to the Golden Gate Bridge. Imagine a way to connect diverse neighborhoods and draw people to local businesses…long after the yachts have left the bay.

The city should also use the momentum behind the America’s Cup to test other opportunities for safe, more welcoming streets, including Polk Street, a major connector to the northern waterfront and already an important route for the growing number of people biking in San Francisco.

Market Street should continue to be a site for innovation. Recent pilot programs prioritizing biking, walking, and transit are already proving to save bus riders time and the Muni system big dollars.

The America’s Cup is our opportunity not only to stage a world-class event, but to build toward a world-class bicycling city.

Leah Shahum is executive director of the San Francisco Bicycle Coalition. To learn more about the San Francisco Bicycle Coalition’s vision for the EmBIKEadero, see connectingthecity.org

When OccupySF occupied my car

13

By David Adler

I began the week a brooding and self-pitying writer, who was spending far too much time sucking on sour grapes until they were bitter raisins.  I even went back and forth via email with an editor who had rejected one of my stories.  This is not a good way to endear yourself with potential future patrons.  But it had been far too long a time since I’d torched a bridge (and, in this case, I’m fairly certain that I burned the fucker to the ground), and in that sort of “I love the smell of napalm in the morning” empty machismo way, well, I still didn’t feel better.  I felt like I do when I yell at the television while watching a Laker game, screaming at Andrew Bynum as if I were sitting courtside next to Jack Nicholson and sneaking out with him for blow during TV timeouts or just when we damn well wanted to.  I was a crazy man.  A loon in sweats and a Cal hoodie. 

Determined to regain a semblance of human dignity, and equally committed to acquiring as little of it as necessary (the stuff is pricey, I don’t care what my therapist says), I got on the BART last Wednesday, October 5th, at the cavernous and exposed Millbrae station, the end of the peninsula line. 

The electric train screeched and squealed and screamed north into the city, where a half hour later I emerged from the Embarcadero station on Market Street.  A motley camp came into view, pitched on the sidewalk in front of the Federal Reserve building.  It was the Occupy San Francisco Financial District camp.  In solidarity with the original Occupy Wall Street movement, and the dozens other others cropping up daily, which defibrillates my long spasming liberal heart into a peaceful rhythm. The 99% in action. Could’ve been 1969.  They had a kitchen, a library/bookstore, it was a little city of dissent, and the forces of everyday people were now gathering, enlarging the camp’s population, in anticipation of the noon march.  The police were mostly in the background, talking with a few suits and ties out for a smoke, or lunch, who observed with amused smiles on their faces as they looked at the Occupy camp and the crowd.  Stupid people, they seemed to be thinking, though I obviously can’t know.  Perhaps they just didn’t get it. But they didn’t have to.  It was getting itself just fine. 

There were old and young, every race and color and creed.  There were hippies in their seventies and students in their teens and twenties, nurses of all ages, punks and patriots of equal concern, workers and laborers and normal folkies of every stripe and sandal.  Yes there was a progressive and lefty and outsider’s insider vibe to the signs and the chants. Banks got BAILED out, we got SOLD out!! Banks got BAILED out, we got SOLD out!!  We ARE the 99 percent!!  We ARE the 99 percent!!  But that’s the whole friggin’ point. There was a tiny dog, a Puggle the owner told me, who was wearing a sign that said “Justice for the Little Guys.”  A woman who looked to be on lunch break held a small sign aloft: “I’m here because I can’t afford a lobbyist.”  End The Fed.  Tax the Rich.  So many more, so varied.  And my favorite, which was a bit longer:

The Amercian Paradox:
Unionized Public Employees
Cracking Down on Those
Seeking to Save Their Jobs & Pensions

Now, I may not agree with everything and everyone in this movement, not even close, but the fetid financial powercore as the center of this mass and evolving dissent?  Bring it on.  My wife works for a good little bank, worked for another one in Southern California that was shut down by regulators and sold off under dubious circumstances, and those kinds of community institutions have been run over by the too-big-too-fail Gods.  I loved it, in other words.  And we marched.  The official count, I read, was 800.  Horseshit.  No way.  I couldn’t give an exact number, but I know it was many more than that paltry figure.  Cabbies were honking at us, but in a rhythm, a beat that said they were with us and not annoyed.  I carried my sign, given by a representative of the nurse’s union, because their cause really resonates with me: Tax Wall Street Transactions – Heal America.  I waved it for a few miles, but my arms never got sore.  The spirit was grand and vital and patriotic and American.  We were engaged in the only thing freedom really means.  The right to say no to the powers that be, to protest without the fear of unjust reprisal.

And there’s the rub.

After marching, I had to hop the train home quickly and pick up my son from school.  I rode south toward Millbrae, while behind me in the city the ruckus remained and grew and settled back into camp for the night. 

The night.

Always the best time for the authorities to do their dirty work. The next morning, after being told by my wife that on the news they reported the police had busted up the Occupy camp, I watched the videos that had already been posted online.  And there they were, those unionized public employees, heading down the street in riot gear toward the Occupy Camp.  The irony is too rich.  And disturbing.  They came in riot gear, apparently, to protect themselves from a bunch of barefoot hippies and thread-thin vegan rebels. The police confiscated a lot of the stuff from camp, ordering the reluctant Department of Public Works employees to carry out the deed, without giving the kids time enough to gather it themselves.  Then the police got rough, nightsticks into ribs and arms and thighs. All of it, needless to say, completely unnecessary.  The only thing freedom means, and that’s what it gets you.  In America.  Didn’t those police want to set a better example, to be better than the police and soldiers we see all over the world stomping on their people’s hopes?  I guess not.  They’ll say it was a safety issue, a private property issue, that it was this or that, but none of it required riot gear and physical violence at all. Disgraceful and depressing.

On Thursday evening, the 6th, on the Occupy SF website I saw that they had put out a call for anyone with a car or truck to help them get their stuff back.  It had been taken to the Department of Public Works yard off Bayshore.  Friday morning, as I sat staring at my computer trying to write, I decided to do something to help these kids out.  I got in my Prius and headed into the city, to the DPW yard.  On the way there, in my idealistic mind (at least I still have one at my age), I envisioned a huge caravan of progressive minded people arriving on the scene in solidarity, ready to help get this stuff back to whom it rightfully belonged. I wished.  But when I got there a little after nine, I was the only one there.  Soon, however, a tiny old Japanese hatchback rumbled past with what I took to be three activists of various ages riding inside.  They had to be Occupy people, I thought. But they drove past, appearing lost, and turned out of sight at the far corner.  Hmm.  In a few seconds, however, they reappeared, the car pulling to a stop at the red curb where I was standing at what looked like the front door to the DPW offices.

“Are you with Occupy?” I asked the bearded young man in the passenger seat, who had a thick mane of wavy dark hair pulled back into a long ponytail.

Yes, they all answered, who are you?  Where do we park?  The driver was in her sixties, clad in black I noticed, with long gray hair.  The passenger in the back seat was a younger gal, heavy, a punk lesbian vibe about her, with her short cropped hair painted red, blonde, and blue.

“I’m just a guy,” I told them.  “Just someone who showed up to help you out.”  The young gal in the back looked at me oddly, with an expression of curious surprise, then pointed at me slowly, like a b-ball teammate acknowledging a sweet assist, as if thinking, “Yes, even the fake hippies in the Adidas gear are with us!”

“And you probably want to park anywhere you can,” I continued. “I just got lucky across the street there.”

Just then we got the attention of a DPW worker inside the glass door.  A big African-American guy in a yellow work vest, he asked if we were from Occupy and looking to get our stuff back.  He gladly directed us where to pull our cars, and he told us he’d instruct someone to meet us back there.  This is when I learned, from the kid with the ponytail, that the DPW workers were not happy about having to obey the police and confiscate the protesters’ stuff, their own union supporting the Occupy movement.  So the courtesy and patience of all these DPW workers was no surprise.

A few minutes later, as the four of us waited on the sidewalk, I realized I’d forgotten their names, or if we’d exchanged them at all.  I thought we had, but I’m terrible with names, which I told the young guy with the beard and ponytail.

“Chris,” he replied to my re-query. “You’re Dave, right?”

I felt guilty that he remembered and I didn’t. 
“I’m Diana,” the younger gal introduced herself, “And I really have to pee.  You think you guys could form a perimeter here for me so I can go in the bushes?”

I suggested she go behind the black van that was completely blocking some bushes about twenty feet away.  She nodded, good idea, and walked over to relieve herself.

“I’m Dagny,” the older woman said as she sat on the curb and lit a cigarette.  “And the name’s not from that useless fucking Ayn Rand book, thank you very much.”  Dagny seemed an experienced San Francisco hellraiser, and I would discover that she had little time for taking any shit or wasting any time. 

Returning from her bathroom bivouac, Diana was hopping mad.  “You’ll have to excuse me, I really got a fire in me today, after what went down last night.  I may be young, but I can get stuff done.  And today we’re going to.”

I told her I understood the fire she had in her.  When I asked how old she was, she replied twenty-two.  Exactly half my age, I told her.  She thought for a second and mouthed forty-four, barely audible enough to be heard.  Just then another DPW worker showed up and told us to follow him in our cars.  He led us through the sprawling yard, crowded with trucks and tankers and service vehicles of every odd variety and size, many in the repair bays, where workers crawled under and around and atop them like Lilliputians upon Gulliver.

We finally made it to a parking area, filled with more trucks, and with a storage area surrounded by a patchwork chain link fence.  The DPW guy unlocked the fence gate and led us in.  There was junk covered in blue tarps on both sides, with a cleared path in between. Everything on the left, he told us, was homeless stuff, which made sense once we saw how many bicycles and shopping carts poked out from under the tarps.  On the right side was the Occupy SF stuff.  It had rained the previous night, so it was a wet mess of backpacks and chairs and tarps and toolboxes, storage containers and tents and camp stoves, furniture and clothes and food. A lot of food.  They’d been living there, after all. Some of it had spoiled, some was still good.  Chris and Diana were kind of overwhelmed at first, but Dagny just laid it down: let’s just get all the food out first, and figure out what’s still good to keep, and what’s not, and we’ll put the good stuff here, and the bad stuff goes in this trash bag.  Wet clothes over there, office stuff here, tarps in a pile, Dagny continued like a former flower-child field general, until we were moving with as swift an organization as possible under the shorthanded circumstances.

A half-hour later my car had been designated as the de-facto catering truck.  It was full of all the canned food, as well as the fresh stuff that hadn’t gone bad.   Bread and bagels that stayed dry, tea and coffee, oats and nuts, produce that included a large crate of oranges and a box full of various types of squash.

We had my Prius packed tight and Dagny’s hatchback full to the brim, with at least several more trips worth ahead of us, if no other vehicles showed up to help with the rest. More importantly, we had no place to go.  Diana made a harried phone call.  Then Chris made another.  There was supposed to be a storage space rented, but no one could seem to figure out who to contact to find out where it was.  It was then that a pickup truck and an SUV showed up.  Cool, now we could at least get the rest of the stuff loaded, those two trucks should be big enough to hold it all.  The truck and SUV, as well, brought four or five other people.  A guy about my age from Marin, who had picked up a gal from the city, and three younger guys in their early twenties (or so I assumed).  These threee were thin and vegan and dressed in clothes that looked like they’d been living outside for a couple of weeks.  When I introduced myself to one of them, he told me that I could call him “Just One.”  After a few moments, I got it.  A leaderless movement.  He was just one. There was something poetic and beautiful about it.  Just One seemed a tad wary of me at first, but by the end of the day was thanking me profusely.

“I really appreciate it, man.  I was worried I was gonna be the only mule out here.”

With more hands to help and more trucks to load, Just One and his friends started to voice their own concerns about how we should be separating the stuff.  They started to disagree among each other while trying to come to a community decision.  Dagny took charge once again, overriding the consensus confusion.

“We’re packing it all up and just taking it to this damn storage space, if anyone can figure out where the hell it is.  Then we’ll deal with it all there.  These people who volunteered their cars and trucks have to get other places, so we need to waste as little of their time as possible.”
Focused by a veteran of many movements, we got the remaining stuff loaded into the trucks, cramming in furniture and containers and everything we could that seemed worth saving. Dagny had decided to take all the wet clothes that looked like they could be salvaged and washed.  She told the kids that she’d bring it clean and dry to camp the next day.  She even told Chris that she was going to lend him her car for the rest of the day, all he needed to do was drop her off and pick her up from a class she teaches.  Lefty teamwork gave us an energizing rush.  Unity flowed like fine, and rare, wine.  On the last sweep of the space, Chris found the handmade red and black OccupySF flag, that had flown at the campsite. It was under a tarp and was still attached to the end of its long bamboo pole, having survived relatively undamaged.

“Yes!” Chris declared, holding it up.  “The flag survived!”  The others shared his small victory enthusiasm.  “We’ll take it with us,” he told me.

Colors ready to fly again, trucks and cars loaded with recovered possessions, we nonetheless continued to wait.  No one, still, could figure out where this storage space was.  A few people made a few more harried phone calls to certain people, not leaders of course, but people in the movement who might know who else in the movement would know where to send us.

“Quite a lovely clusterfuck” Dagny said to me.  “And what the hell am I thinking?  I’m missing prime smoking time here.”

As the guy from Marin, who brought the truck, finally managed to pin down the location of the storage space, I told Diana she could ride over with me, I had a passenger seat free.  She said okay, but didn’t seem too enthused.  As directions to the storage space were given out, Diana hung out next to the passenger door of Dagny’s car.

“I think she’d be more comfortable riding with you,” I said in Dagny’s ear. 

“I think you’re right.  Take Chris and we’ll meet you there.  It’s easy to find, right down 3rd.”

In the Prius and on the way, Chris told me he’d been living at the camp since he got into San Francisco.  He was raised in New Jersey, then he spent some time in Florida, which he hated.  “So I just took off west, ended up here, and I don’t think I’ll ever leave.  I just love the whole spirit here.”  I told him that I’d just moved to the bay area, with my wife and son, from San Diego, and that I’d spent my whole live in Southern California until we moved up here.  When he asked what I did, I talked for a few minutes about being a Hollywood dropout (though I made some good money for a brief time), and that I was now trying to write some fiction.  After I described what made SoCal and NoCal seem like two separate states, Chris repeated his mantra. “I just love it here.”

“Dagny’s a character,” I said after a moment.

“Oh man, she’s hilarious, you shoulda heard the stuff she was saying on the way over here.”

I asked him about Wednesday night, when the police in riot gear had busted up the Occupy camp in front of The Fed.. 

“They were the instigators of the violence, they really were,” he said.  “I mean a couple people yelled some stupid stuff, but we weren’t violent at all, and they just come at you with those batons.  I got nice lump right here on my arm.”

I said I’d heard that some of the police didn’t want anything to do with it.

“Yeah, there were some who wouldn’t even look at you, and you knew they were just torn and didn’t want to be there.  And the female cops, as usual, were fine.”

“Never had a problem with a woman in uniform,” I told him.  “Never even that cop attitude you get if you have the nerve to politely question them.”

He agreed, his eyes looking for the street off Third where we’d find the storage place. 

“Here it is!”

I made a quick sharp right, and I heard several oranges spill out of the crate and juggle down onto the floor.

Pulling into the parking lot, Chris and I realized everyone had made it there before us, even though we’d left pretty much first.  “That’s how you know we haven’t been in the city long,” he smiled, getting out to help unload.

Most of the food packed into my car, it turned out, was headed for a charity called Food Not Bombs.  I was going to drive it over there, a task Dagny had assigned to me, but she couldn’t get Food Not Bombs to pick up their phone, and no one knew where it was.

“They kind of operate under the radar,” Just One told us.  “They really don’t want the authorities to know where they are, so they kind of move around.”

I was stuck with a carload of provisions with no charity to feed.  Damn.  As my time got short, Dagny saved me again and told the kids that they should unload the food from my car, and set it aside with everything else that wasn’t going to stay at the storage space.
“We’ll put it all into one truck, keep it as organized as we can.”
Good call.  I pulled out the bamboo pole with the OccupySF flag on it.  I waved it around for them, and everyone gave a cheer.  “Let it fly, man!” Chris exhorted.  I flew it from the Prius for my last few minutes there.

Chris and I exchanged cell phone digits, and I told him to keep me in mind if they ever needed a car during the week, that mornings and early afternoons are when I’m mostly free.  We shook hands, and he thanked me again, so genuinely, as did everyone else. 

I drove away, got onto 101 south and headed back to Millbrae.  And, in my swelling head, I heard the line from Jack Kerouac’s “October in the Railroad Earth”: …and here’s all these Millbrae and San Carlos neat-necktied producers and commuters of America and Steel civilization rushing by with San Francisco Chronicles and green Call-Bulletins not even enough time to be disdainful…

I cherish those words: …not even enough time to be disdainful. 

So many critics fit that suit perfectly.  It offends them simply to take the time to disdain it.  It bothers them to even bother.  The people, many young, who started this Occupy movement and continue it, deserve much better, as does the entire nation.  These free and peaceful Americans have made the time to do much more than disdain or merely talk. For now, until who knows when, they have made it their lives to act.

The positive vibes from that day must have carried over, because on Sunday I pulled off another online poker miracle.  (I say another because last year I turned thin air, literally nothing but a few bucks won in a free tournament, into more than ten grand in about four months.  All of it ended up in the bank, thankfully.)

This was an equally daunting assignment.  Two thousand and fifty-six players were entered in the tournament on ClubWPT dot com.  It was first place or nothing.

Four hours later, I had beaten them all.

And I had won the grand prize: a $3500 Main Event seat at the World Poker Tour Jacksonville event in November, plus another $1000 in travel money. 

Now what the hell do I do?  I never play live.  And the tournament is at a dog track, of all places.  Greyhound Rescue, condemn me now.

But I could win a bundle.  Or nothing, in which case I’m still on the hook for taxes on this $4500 package.

Wall Street has their casino, albeit a much more rigged one, and I have mine.  Stay tuned.

The next week and a half in free bike events

0

“Everything I do for the environment, I do it for my own vanity” remarked a friend of mine while we hoofed it towards a social engagement. I will be the first to tout the glut-shaping powers of the bicycle, but – being as we are still three days away from my payday – I have to tinker with his truism. Everything I do for the environment, I do it for my wallet. That being said, here’s this list of free bike events around the city over the next 10 days.

 

Pedal Across the Americas send-off

Set to coincide with Hayes Valley Farm’s harvest festival, well wishers can stop by today to say bon voyage to the PAA team, who will be following up its last trek from Ontario to San Francisco with a bike ride all the way from SF to Costa Rica. The riders do it all to raise awareness about sustainability initiatives in the Americas. Hop abroad your cruiser to accompany them at 3 p.m. on a ride out to Ocean Beach. 

Sun/16 1-5 p.m., free

Hayes Valley Farm

450 Laguna, SF

www.hayesvalleyfarm.com

 

“How Women Rode on Bike to Freedom”

History has it that back when the Outer Sunset was nothing but dunes and people living in repurposed street cars (Carvillehttp://www.sfbg.com/pixel_vision/2010/05/10/carville-black-rock-city-more-history , don’tchaknow), there was a woman’s cycling club out there in the sand drifts. Their techniques for navigating the terrain has been lost in the tides of history, but documentation of women and bikes throughout history is still there. Sue Macy wrote the book on the 1890s connection between bikes and female radicals. It’s called Wheels of Change, and she’ll be sharing her findings at this reading at the Public Bikes HQ.

Mon/17 6-8 p.m., free

Public Bikes headquarters

123 South Park, SF

www.suemacy.com/books

 

Artcrank

Bike nightlife, bike empowerment, bike fashion – but let’s hear it for bike art, shall we? Fliers for Critical Mass and other group rides have long attracted the skills of talented artist types. Artcrank is a yearly expo of such two-wheeled images. The event began in Minneapolis and has expanded to biking towns across the country: SF, Portland, Des Moines, and St. Louis among other towns. Catch the wonder at 111 Minna, where they’ll be raffling off Chrome bags full of prints. Drinks will be available, because early holiday shopping (yeah I said it) goes better when you’re tipsy.

Fri/21 7 p.m., free

111 Minna, SF

www.artcrank.com

 

Pedalfest

Handmade bikes, vintage bikes, chances to ride on a velodrome – this all day fest is a great chance to see all the ways people are taking their rides to another level (or sideways, as the case may be). Unique and one-of-a-kind bikes will be on display, not to mention BMX and dirt jump demos, vendors, kid’s stuff, a beer garden, and a stage powered by the generator steeds of Rock the Bike. 

Sat/22 10 a.m.-5 p.m., free

Jack London Square, Oakl.

www.pedalfestjacklondon.com

 

Brown vetoes bicycle buffer zone

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Anyone who has ever ridden a bicycle knows how scary and dangerous it is when cars pass too closely at high speed. So the California Bicycle Coalition made its top legislative priority for the year a bill, SB 910, to require drivers to give bicyclists a three-foot buffer or slow down to 15 mph. And even though the Legislature overwhelmingly approved this reasonable traffic safety measure, Gov. Jerry Brown vetoed it on Friday.

“His veto made no sense. We honestly can’t figure out why he vetoed the bill,” said CBC executive director Dave Snyder, a San Francisco resident who used to run the San Francisco Bicycle Coalition and who founded Transportation for a Livable City (now known as Livable City). “It’s not based on logic or public policy, but just based on politics.”

The California Highway Patrol and California Department of Transportation opposed the measure on the grounds that it could impede the flow of automobile traffic, and Brown cited their stand in his veto message. Indeed, keeping cars moving at high speed has long been the central goal of these agencies, even when it has high economic, environmental, or public safety costs.

But Snyder is right that Brown’s veto message is confusing and contradictory. He expresses support for the three-foot buffer, but expresses concern about slowing traffic to 15 mph, seemingly confused about the meaning of the word “or,” meaning drivers can provide the buffer or slow down to a safe passing speed if they’re unable to give bicyclists that much room.

People who don’t ride bikes tend to forget that automobiles are deadly weapons, and that a bicyclist’s brief swerve to avoid a pothole, broken glass, or other hazard can have disastrous consequences if a car is passing too closely. This veto follows another illogical one – Brown’s rejection of Sen. Mark Leno’s local vehicle license fee bill, which would have pumped $75 million into SF’s coffers and was almost universally supported by this year’s mayoral field – that gave undue deference to automobile owners.

Meanwhile, the San Francisco Police Department recently launched a crackdown on bicyclists in the city, issuing dozens of tickets on Market Street for running stop lights and on Townsend for briefly riding on the sidewalk en route to the Caltrain station – and ignoring the nearby cars parked in bike lanes and running those same red lights.

Now, before we get to the commenters’ tirade about scofflaws on bicycles – which come every time we write about bikes – let me note that people break the law on every form of transportation, everyday. Motorists speed, run stop signs and lights, and illegally edge past pedestrians (who themselves jaywalk with great regularity). And every Muni bus has several riders who haven’t paid. None of us are angels, so try not to get too worked up into a sanctimonious rage.

But if you want to truly understand why bicyclists can often be so flagrant in our disregard for the law, consider that we’re using a transportation system and abiding traffic laws that weren’t designed for us. Seriously, just ride a bike and you’ll quickly understand. We don’t need to stop at every stop sign or signal light to have a safe, smooth-flowing transportation system that doesn’t steal the right-of-way from drivers, who we can usually see and hear coming with plenty of time to stop. Idaho and other jurisdictions actually treat bikes differently than cars in this realm, with laws that don’t require cyclists to lose momentum by repeatedly coming to complete stops, and it works well.

The fact is, the bike buffer bill is the very minimum that we need to encourage cycling as a safe and appealing transportation option to more people, which would only help our environment, public health, and dependence on fossil fuels. And the fact that it was vetoed for petty, illogical reasons is incredibly frustrating.

Yet there may be a silver lining to this. Snyder said the CBC, which is just beginning to increase its reach and influence and to prepare a more ambitious agenda on behalf of California cyclists, will use this defeat as a launching pad for future efforts.

“The main benefit of the three-foot bill was the community organizing that we did to get is passed. So now we can leverage that for our next steps,” Snyder said. “California needs a lot more than a three-foot buffer to give people more safe transportation choices.”

On the streets with Occupy San Francisco

31

The messages sounded yesterday on the streets of San Francisco – delivered in speeches, chants, signs, songs, interviews, and the petition handed to Chase Bank officials by a half-dozen protesters before their arrest – should resonate with most Americans. After all, while rich corporations and individuals have been accruing ever more wealth, the vast majority of us have been falling behind.

“Banks get bailed out, we get sold out,” was one of those chants by the several hundred people who marched through the Financial District – our OccupySF effort building off the two-week Occupy Wall Street events – targeting some of the villains of the economic meltdown: JPMorgan Chase, Bank of America, Citibank, Charles Schwab, the Federal Reserve, and Goldman Sachs.

They may be relatively small and easy to ignore, these “occupations” of Wall Street and San Francisco and other cities that are entering their third week, but they’re being driven by a palpable anger and stirring critiques of economic and political systems that exploit the powerless. But as the foreclosures, layoffs, and other hardships continue, this nascent movement could have some staying power.

“I think it’s starting to wake people up out of their complacent distraction,” Robin Kralique, a 26-year-old SF resident holding a sign that read “Let’s have the GDP measure happiness,” told the Guardian. “We’re planting the seeds for a better future, and I’m hoping it wakes some people up.”

Like many of the young protesters gathered outside the corporate office building at 555 California at the start of the march, she was inspired by Occupy Wall Street. They’re angry watching their economic opportunities evaporate as more and more of the country’s wealth accumulates in fewer and fewer hands.

“There’s an insane amount of greed in this country,” 24-year-old Erin Kramer, a dancer and performance artist stuck in a corporate job she needs to get by, told me. Her sign read, “Don’t be afraid to say revolution!”

And many weren’t, with calls for revolution on the tips of many lips, albeit tempered with healthy doses of realism. “Even if it isn’t at critical mass yet, it sets the stage for the next revolution,” Kralique said when I asked her what she hoped this moment would accomplish.

Sup. John Avalos, a progressive mayoral candidate who spoke at the rally, is pushing legislation to create a municipal bank in San Francisco, one that would invest far more money in local projects and small businesses than Bank of America, which manages most of the city’s money.

“We have to figure out new ways to use our local dollars to help our economy,” Avalos told us. “The message here is we’re pulling our dollars out of these banks unless they help us.”

Before Avalos spoke – asking the boisterous crowd, “Have you ever felt like you’ve been had?” – activist Bobbi Lopez was on the microphone decrying the “lack of accountability for the people responsible for this decline.”

And then, the march was off – flanked by dozens of San Francisco Police officers on motorcycles, riding bicycles, and in cars – to deliver creative forms of protest around the Financial District, including a funny song and dance routine by Fresh Juice Party in front of the Schwab office, singing, “Land of the free, home of the brave, this is the street our labor paved.”

In fact, that was almost literally true at the San Francisco march, which was shepherded by off-duty city workers from SEIU Local 1021.

“This Wall Street thing is really spreading. The message of a small group of people in New York has really spread…Wall Street is a symbol of all this corruption, cronyism, and greed,” Gabriel Haaland, an organizer with SEIU Local 1021, told me at the start of the march. “It’s really resonated with our members…It’s been picking up steam as things have been unraveling over the last year.”

An hour or so later, Haaland was one of six people who staged an occupation of the Chase branch at Market and 2nd streets, along with two women in his union who have been unsuccessfully battling bank foreclosures on their homes – Brenda Reed and Tanya Dennis – and three other activists: William Chorneau, Manny S. Tucker, and Claire Haas.

Tipped off by Haaland, I was inside the bank lobby as the march approached and a police officer on a bicycle came inside to warn bank officials, “The protest is headed your way, you may want to secure the premises.”

He and another officer helped prevent protesters from getting inside, but the six protesters had already infiltrated the building. They began chanting and pulled blankets out of a suitcase, laying them out and placing them on the ground.

Reed spoke for the group, demanding to meet with JPMorgan Chase & Co. CEO Jamie Dimond to present a petition calling for a halt to the bank’s foreclosures. Through tears, she told the story of her long struggle to protect her home from foreclosure by Chase, which had taken her loan over from another lender.

SFPD Lt. M.E. Mahoney told the group, “You’re not going to be able to camp out here and wait for the CEO to come talk to you,” asking store managers whether they wanted to make a citizen’s arrest. They did, but Mahoney also told Reed that he would watch as she handed the petition to store managers.

“I’m here today because for two and a half years, I have desperately tried to get Chase to work with me,” Reed told a bank employee as hundreds of protesters outside looked on and chanted their support. “You have put me through hell. You’ve destroyed my health, you’ve destroyed my business, and it’s not fair what you’ve done.”

After she was finished, another bank manager (who refused to give his name) told Reed, “Just to let you know, we are compassionate to your cause,” drawing from the protesters the frustrated retort, “No you aren’t!” Through the day, protesters noted that the banks have been profitable and don’t need to be foreclosing on so many homes, sitting on so much capital, and funneling their profits out of desperate communities and into the accounts of wealthy investors – particularly after being bailed out by taxpayers in 2008.

Outside, the crowd chanted “Go, Brenda, go!” and “Let those people go, arrest the CEO!”

The crowd remained outside for more than an hour as police tried to wait them out, finally arresting the occupiers on trespassing charges and quickly citing and releasing them, apparently in the hope it would clear the people out of congested Market Street. “That was my quickest arrest ever,” Haaland, a veteran of many labor actions and progressive protests over the years, told me afterward.

Reed addressed the crowd on a bullhorn, explaining that she refinanced her home in 2007 with a shady “pretender lender” who misrepresented what her monthly payments would be. They ballooned to a level she was unable to cover and she sought a loan modification from Chase, which had taken over the loan from the now defunct Washington Mutual.

“Chase Bank is trying to steal my home of 38 years,” she told the crowd. “Jamie Dimond, come out from under your rock and let me talk to you.”

She decried how government bailed out the banks and then allowed them to aggressively foreclose on homes whose mortgages they didn’t originate, but who acquired the title out of the complex financial derivatives that has sliced and diced mortgages into complex financial instruments.

“It’s government-sanctioned fraud,” she said. Despite what she said were Chase’s plans to auction her home in Oakland next month, she pledged, “You will not get my home. You will not get what belongs to me.”

But whether that kind of fierce resolve – voiced over and over again, by hundreds of activists fed up with economic injustice – translates into any kind of real change is yet to be determined.

Refusing to be hotboxed

3

HERBWISE Karen Cue, CEO of this weekend’s International Cannabis and Hemp Expo is taking me to school. “It’s insulting to switch up those terms,” she tells me.

The terms I switched up? I just asked her why it was important to have legal-for-cannabis-consumption “215 areas” at her upcoming event, which will draw a projected 30,000 marijuana patients and cannabis-curious folk, turning a full mile’s worth of streets into an exhibition area in middle of downtown Oakland.

I’m standing by the validity of the question — but apparently I shouldn’t have phrased it “why is it important for people to be able to smoke weed?”

“That’s the terminology for recreational use,” Cue says. The expo is not, she says, about getting blazed and blunted. Medical marijuana users pay $20 million a year to the California state government in what are called taxable donations. That should buy them some civil rights — and many advocates see having places to legally consume cannabis as a big deal. “95 percent” of the people that her expo is marketed to, Cue says, are medical marijuana patients.

The event has been growing larger every year. This is the first year it will be held in downtown Oakland, having outgrown 2010 and 2009’s site, Candlestick Park. Cue calls the expo’s old digs “kind of old, kind of rustic — it’s got its good qualities about it, but we’re looking at advancement.” An Oakland local herself, she saw the possibility of holding the expo in a more accessible location — an outdoors area with a shady park, no less — a way to improve everyone’s enjoyment of the weekend.

And after years of dealing with Candlestick (a state-owned facility), holding the event in the heart of Oaksterdam was a breeze. City government had rejected two cannabis expo event applications in the past, but Cue says the reputation of her group coupled with positive media reviews it has earned made the city’s process relatively easy to work through.

“They did not ask anything of us out of the norm. But it definitely did raise the attention of the Oakland police” — a security concern that she hopes will be unfounded.

But this is no simple smoke-out (which I say in the most medicine-respecting way possible). Cue says the exhibition is also meant as an important learning opportunity about the parts of the marijuana plant you consume — and the parts you wear.

Hemp, as any good stoner should know, was once used by the US military to make uniforms, ropes, and parachutes. The government even released a short movie entitled Hemp For Victory during World War II promoting the material’s importance to the American war machine. Drafts of the Declaration of Independence was written on the stuff, for chrissakes. It’s more durable than cotton, hemp oil is a prime source of essential fatty acids — the list of reasons for its full legalization goes on.

For a crash course in hemp’s utilitarian glory, Cue recommends checking out David (“Doctor”) Bronner’s talk at the expo. Bronner is a member of Canada’s International Hemp Association, a hemp advocacy group that has no equivalent here in the United States. Learnin’ will also be on tap at the expo’s three stages of speakers, at vendor booths, and at Grow Op’s portable marijuana-growing trailer.

Have fun, learn stuff — and don’t call it weed. 

INTERNATIONAL CANNABIS AND HEMP EXPO

Sat/3-Sun/4 noon- 8 p.m., $18-300

Frank Ogawa Plaza, Oakl.

www.intcheevents.com

WEST COAST CANNABIS AND MUSIC FESTIVAL

For even more cannabis celebration, check out next month’s tune-and-toke fest — three days of live music powered by Rock The Bike’s generator bicycles.

Oct. 7-9. Fri., 3-9 p.m.; Sat., 11 a.m.-9 p.m.; Sun., 11 a.m.-7 p.m., $18 one day pass/$45 three day pass

Cow Palace

Daly City

www.westcoastcannabisexpo.com

 

Buche on a bike? Dreams come true, courtesy of El Taco Bike

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Why does Alfonso Dominguez, owner of Oakland’s Tamarindo, La Calle, and partial owner of Era Art Bar and Lounge, spend his free time hawking tacos from a bike? An avid cyclist and owner of six different bikes himself, we got the idea talking to him last week that Dominguez built El Taco Bike to prove it was possible in the first place.

We’re in full support. Too few snack foods come off the back of bicycles these days.

In fact, Dominguez’ brainchild is the first licensed hot food bike in the Bay Area — maybe even in the state, as far as he knows. That meant he basically had to write the book on how to make the thing pass health code. 

“They didn’t know how to process it,” he says.

Luckily, he’s trained in design. “If I could design a building, I figured I could make a bicycle.” It took eight months of back-and-forth, but finally the city felt he had a solid operation. The bike features compartments to keep his tacos warm, hot and cold sinks, a trash bin, a table to eat on — even a napkin dispenser. 

Also this: “I wanted to keep it traditional, real.” Dominguez has recreated a system that operates in virtually every developing country, street cooks who serve up snack on the back of bicycles. “There’s no food trucks in Mexico,” he continued. “But food bikes are everywhere.”

Accordingly, his tacos are authentically Mexican. Dominguez hawks steamed tacos de canasta, which translates to “basket tacos” — snacks that are kept in a warm basket and steam throughout the day to a soft, melt-in-your-mouth texture. Dominguez’ treats are filled with papas, carnitas, and buche (pork stomach). 

Better than an ice cream truck

El Taco Bike has been rolling the downtown Oakland streets and out to private events (the bulk of business at this point) since the beginning of July. All the world loves a bicycle these days, so El Taco Bike seems like a pretty strong business plan. Dominguez has plans to attend the next East Bay Bike Party with his culinary contraption — and doesn’t expect to still be the only one in the bike food game come summer 2012.

“I’ve only opened the gates. Trust me, everyone’s been looking at that bike. Next summer it’s going to be crazy.” What’s next, bike samosas? We can only dream. 

Check in with El Taco Bike here to get in with Dominguez’ tacos de canasta