California Budget

Arnold’s big hoax

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The choice facing California voters May 19 is, to put it mildly, unpleasant. The budget deal hammered out by the governor and legislative leaders — which these six ballot measures will confirm and implement — at least kept the state solvent and prevented a financial catastrophe. But the solution is just terrible, and will lock the state into a budgetary nightmare for years to come.

State Sen. Mark Leno, who supports the deal, makes no attempt to soft-peddle what went on here. It was, he told us, the result of "extortion." Because California has an arcane and counterproductive rule mandating that any state budget and any tax increases must be approved by two-thirds of both houses of the Legislature, and because Republicans control just enough votes to block any budget, and because those Republicans have all signed a written promise never to raise taxes under any circumstances, and because Gov. Arnold Schwarzenegger can’t get the GOP to go along with his compromises and is unwilling to accept Democratic proposals that might escape the onerous supermajority, budget stalemate in tough times is almost guaranteed. And in this case, because the state was running out of cash and hundreds of thousands of people were about to be put out of work as state-funded projects shut down, the Democrats were forced to accept a compromise none of them like.

A small number of Republicans insisted on vast changes in the way California does business — and because the Democrats saw no other options, the GOP faction got much of what it wanted. The result: the Democratic Party leadership is campaigning for a series of measures that reflect, to a significant extent, a Republican view of how the state should be run.

The opposition to the package comes from the far right (which is upset because the budget deal includes some new taxes, albeit regressive ones) and, increasingly, progressives, who argue that the measures will make it harder for the state to meet the needs of a growing (and aging) population.

We’ve listened to both sides, researched the measures in depth, and concluded that the best choice for Californians is to reject Propositions 1A through 1F. The proposal may address (most of) this year’s budget woes and keep the state running for a while, but it will create a fiscal straightjacket on the order of Proposition 13 that will damage California and undermine any progressive policy hopes for many, many years into the future. If the voters accept this deal today, they’ll come to regret it.

Proposition 1A doesn’t quite reach the Republican holy grail — a cap on annual government spending — but it goes a long way in that direction. The measure would require the state to make annual contributions to a budget reserve fund until the reserve reaches 12.5 percent of general fund revenue. The state would have to set aside reserve money every year, even in very bad years. If next year’s budget deficit is as bad as this one, Prop. 1A would make it worse. It restricts the use of "unanticipated revenues" — meaning the state can’t spend money it might have in very good years. There’s a really complicated formula for when the state can dip into the reserve, and how it can be used, but the California Budget Project, the respected policy watchdog group, points out that the measure amounts to a cap in spending, one that won’t keep pace with California’s needs.

"Prop. 1A would not address California’s existing structural shortfall — the gap between revenues and expenditures — that exists in all but the best budget years," CBP notes. "By basing the new cap on a level of revenues that is insufficient to pay for the current level of programs and services, Prop. 1A would limit the state’s ability to restore reductions made during the current downturn out of existing revenues."

The guidelines for future spending don’t take into account the increased demand for public services California will face in the next few years. The population will increase by 29.4 percent over the 2000 level by 2020, state officials project, but the number of people 65 and older will increase by 75 percent. That will put a huge new demand on state services — and if Prop. 1A passes, the budget won’t be able to expand to meet those needs.

The budget compromise included some temporary tax increases. The sales tax is slated to go up by one cent on the dollar, the vehicle license fee will rise slightly, and there’s an across-the-board increase in income taxes. Sales taxes are the most regressive way to raise revenue, and the income tax hikes hit the rich and the middle class evenly — hardly a fair or progressive plan.

But that money is needed to close the horrendous budget gap, and the propositions are designed to make it hard for progressives to say no. If Prop. 1A and Prop. 1B go down, the taxes expire after two years. If those measures pass, the taxes continue until 2012.

Prop. 1B is part of a deal that the governor cut with the California Teachers Association, the largest union of educators in the state. It shifts some more money to the public schools to make up for what was cut this year and last. It’s a complicated formula, but in effect it probably does nothing more than what Prop. 98 — the state’s mandate to fund education — already requires. The problem is that the governor and the school districts disagree on what Prop. 98 says, and without 1B, it’s unlikely that money will be forthcoming. The money California’s public schools get under 1B is still woefully inadequate; and again, this does nothing to address the structural problems.

Prop. 1C allows the state to borrow $5 billion from future lottery revenues to help balance the current budget. Of course, that money won’t be available in future years — unless, as 1C suggests, the lottery can find ways to sell more tickets. The idea here: increase lottery revenue through better marketing, thus taking more money from poor people (the lottery is an overwhelmingly regressive source of income).

Prop 1D’s title, "Protects children’s services funding," is a complete lie. Instead it redirects money earmarked for early childhood programs into the general fund, essentially de-funding some of the most effective and inexpensive programs California offers. Prop. 1E is a similar deal — it temporarily suspends the program that funds mental health services with a tax on the very rich, and puts that money into the general fund instead.

Prop. F is just stupid — it prevents lawmakers and the governor from receiving pay increases when there’s a budget deficit. That’s not going to change anything in Sacramento.

We’re acutely aware of the risks inherent in voting down this intricately orchestrated budget compromise. In effect, the Legislature, which has been paralyzed by the two-thirds rule, will have to go back and try again. The governor, who is ineffective at best and a severe roadblock at worst, will be little help. And the anti-tax forces will claim that the voters have vindicated their position.

But let’s look at reality. The tax increases will be in effect for the next two years anyway. The state’s budget position has worsened in the past month, so the Legislature will have to figure out how to deal with an $8 billion additional shortfall no matter what happens.

And in the fall of 2010, state voters will almost certainly have a chance to repeal the two-thirds budget rule — and have a good chance to elect a Democratic governor.

California needs major, structural budget reform. If we thought this were just a temporary painful deal that would postpone the worst of the state’s problems until Schwarzenegger and the GOP obstructionists were gone, we’d be tempted to support the package. But these measures lock the state into an unacceptable budget situation forever.

Vote no on 1A–1F.

The budget crisis is getting worse, not better

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By Tim Redmond

Nice piece on Calitics about how the California budget crisis is by no means over. David Dayen explains how the state balanced its budget — so to speak — based on projections for tax revenue that were higher that what’s actually coming in. It looks as if the February numbers will be off by $900 million, and if the economy continues to get worse, we could be looking at ANOTHER $10 billion deficit by summer.

The same holds true for San Francisco. The mayor insists there’s no crisis, but even the numbers he used to make his mid-year cuts aren’t going to hold up. The way things are going now, the half-billion-dollar shortfall will be even bigger by the time the supervisors have to make next year’s budget balance.

It’s hard to imagine what this is going to mean. I was cautious about the Rainy Day Fund, but I think we’re going to need that money. And we’re going to need major, major new revenue sources. And we’re still going to face horrible cuts.

Mayor Newsom isn’t dealing with reality here. He needs to be preparing the city for what’s to come, and he needs to start now.

Talk about making sausage ….

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By Tim Redmond

The budget deal taht came down early this morning is ugly. One Republican, Sen. Abel Maldonado, was able to hijack the process and make some crazy demands. He singlehandly forced the Democrats to get rid of a 12 cent increase in the gas tax, costing the state billions. Then he forced the Democrats to accept a statewide ballot measure for an open primary system, which the progressives hate. (Open primaries allow Republicans to vote for Democrats who are more moderate; Nancy Pelosi went to Congress in an open primary, beating then-Sup. Harry Britt. Britt won among the Democrats, but Pelosi got enough Republican votes to give her the job.) Assemblymember Tom Ammiano told me the budget package was bad enough but he simply couldn’t swallow the open primary measure. “A lot of us didn’t vote for it,” he said. But it passed anyway, with the simple majority it needed, and that (along with a long list of other awful stuff) bought Malonado’s vote.

Ammiano’s statement on the deal reflects what a lot of progessives think:

No one is happy about the service cuts, layoffs and tax increases that were a necessary part of this plan. In voting for this budget, I want to acknowledge that we have made painful cuts to vital human services that serve the poor and the elderly as well as deep reductions in education spending for our schools. We did so with great reluctance in the hope that some of these cuts will be restored through the recently passed federal stimulus bill.

The respite we have after closing this budget shortfall is short-lived and there is a long, difficult road ahead to restore our fiscal stability. The approved plan did take a step in that direction by including a rainy day fund that will help us offset budget cuts in future years

Brian at Calitics has a nice line here about Maldonado’s hypocrisy. And there’s a nice analysis here of what the package really looks like.

State Sen. Mark Leno told me that part of the problem was that the Republican caucus was a mess — the GOP leader, Dave Codgill of Modesto, was part of the budget negotiations, but when he agreed to accept tax increases, many of his colleagues refused to go along. Leno says Codgill was a “profile in courage” — he knew that voting for tax hikes would harm, and possibly doom, his career as a Republican in a conservative district, but he did what had to be done to keep the state solvent. And when the GOP lawmakers balked, Leno announced on the floor that the should either follow their leader or find a new one. A few hours later, that’s what happened — Codgill was removed as minority leader and replaced with an even-more-ardent anti-tax guy, Sen. Dennis Hollingsworth of Riverside County, who wanted to scrap the entire budget and start over with a “no-new-taxes” plan. That was just pure political posturing — it was never going to happen.

What a mess. I’m with Jean Ross of the California Budget Project, who says that , “If this year’s budget negotiations don’t increase public support for reducing the vote requirement for approval of a budget and tax increases, it is not clear what will.”

Governor attacks the schools

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By Tim Redmond

Just for the record, according to the California Budget Project, the proposed budget that the guv is putting forward would cut $39 million from the SF public schools.
And although the city’s Rainy Day Fund (thanks to Tom Ammiano) might — might — be able to provide $24 million, it’s still going to be a year of ugly, ugly cuts.

Anniversary Issue: Beyond the automobile

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› steve@sfbg.com

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Download the the transportation roundtable discussion (DivShare)

Transportation is the linchpin of sustainability. Fix the transportation system, and almost every other aspect of the city’s ecological health improves: public health, conservation of resources, climate change, economics, and maintaining our culture and sense of community.

The region’s unsustainable transportation system is the biggest cause of global warming (more than half the Bay Area’s greenhouse gas emissions come from vehicles) and one of the biggest recipients of taxpayer money. And right now, most of those public funds from the state and federal governments are going to expand and maintain freeway systems, a priority that exacerbates our problems and delays the inevitable day of reckoning.

It’s going to have to change — and we can do it the easy way or the hard way.

“We’ll get to a more sustainable transportation system. The question is, are we going to be smart enough to make quality of life for people high within that sustainable transportation system?” said Dave Snyder, who revived the San Francisco Bicycle Coalition and founded Transportation for a Livable City (now known as Livable City) before becoming transportation policy director for the San Francisco Planning and Urban Research Association. “People will drive less, but will they have dignified alternatives? That’s the question.”

That notion — that transportation sustainability is inevitable, but that it’ll be painful if we don’t start now in a deliberate way — was shared by all 10 transportation experts recently interviewed by the Guardian. And most agreed that needed reform involves shifting resources away from the automobile infrastructure, which is already crowding out more sustainable options and will gobble up an even bigger piece of the pie in the future if we continue to expand it.

“Yeah, it’ll be more sustainable, but will it be just? Will it be healthful? Will it be effective? Those are the questions,” said Tom Radulovich, director of Livable City and an elected member of the BART Board of Directors. “You can’t argue against geology. The planet is running out of oil. We’re going to have a more sustainable transportation system in the future. That’s a given. The question is, is it going to meet our other needs? Is it going to be what we need it to be?”

And the answer to all those questions is going to be no — as long as politicians choose to fund wasteful projects such as a fourth bore in the Caldecott Tunnel and transferring $4 billion from transit agencies to close California budget deficits accruing since 2000.

“Our leaders need to be putting our money where our collective mouth is and stop raiding these funds,” Carli Paine, transportation program director for Transportation and Land Use Coalition, told us. “I’m hopeful, but I think we all need to do more.”

 

TRANSIT AND BIKES

There is reason to be hopeful. With increased awareness of global warming and high gasoline prices, public transit ridership has increased significantly in the Bay Area. And one study indicates that the number of people bicycling in San Francisco has quadrupled in the last few years.

“Look at what’s happening on the streets of San Francisco: you have biking practically doubling every year without any new bike infrastructure. I think the demand is out there. The question is, when is the political leadership going to catch up to demand?” Jean Fraser, who sits on the SPUR and SFBC boards and until recently ran the San Francisco Health Plan under Mayor Gavin Newsom, told us.

But the political leadership and federal transportation spending priorities are behind the times. Of the $835 million in federal funds administered by the Metropolitan Transportation Commission for the nine Bay Area counties in 2006-07, 51.4 percent went to maintain and expand state highways. Only 2.5 percent went for expansion of public transit, and 2.4 percent for bike and pedestrian projects. Overall, Paine said, about 80 percent of all state and federal transportation funding goes to facilities for automobiles, leaving all modes of transportation to fight for the rest.

“Historically we favor the automobile at the expense of all those other modes,” Radulovich said at a forum of experts assembled by the Guardian (a recording of the discussion is available at sfbg.com). “It’s been given primacy, and I think everyone around this table is saying, in one way or another, that we need a more balanced approach. We need a more sustainable, sensible, and just way of allocating space on our roads.”

Yet the Bay Area is now locking in those wasteful patterns of the past with plans for about $6 billion in highway expansions, which means the MTC will have to spend even more every year keeping those roads in shape. Highway maintenance is the biggest line item in the MTC budget, at $275 million.

“We can’t pay for what we have now — to maintain it, repair it, seismically retrofit it — so why we’re building more is kind of beyond me,” Radulovich said. “We continue to invest in the wrong things.”

The experts also question big-ticket transit items such as the Central Subway project, a 1.7-mile link from SoMa to Chinatown that will cost an estimated $1.4 billion to build and about $4 million per year to run.

“There are 300 small capital projects we need to see,” Snyder said. “That’s really the answer. The idea of a few big capital projects as the answer to our problems is our problem. What we really need are 100 new bike lanes. We need 500 new bus bulbs. We need 300 new buses. It’s not the big sexy project, but 300 small projects.”

The most cost-efficient, environmentally effective transportation projects, according to renowned urban design thinkers such as Jan Gehl from Denmark, are those that encourage walking or riding a bike.

“I think Jan Gehl put it best, which is to say a city that is sweet to pedestrians and sweet to bicyclists is going to be a sustainable city,” Fraser said. “So I think focusing on those two particular modes of transportation meets the other goals of the financial viability because they’re the cheapest ways to get people around — and the healthiest ways — which I submit is one of the other criteria for sustainable transportation…. And it helps with the social justice and social connections.”

 

IT’S GOOD FOR YOU

In fact, transportation sustainability has far-reaching implications for communities such as San Francisco.

“I think of sustainability in two ways,” Fraser said. “The first is sustainability for the environment. And since I have a background in health care, I think of a sustainable transportation system as one that’s actually healthy for us. In the past at least 50 years, we’ve actually engineered any kind of active transportation — walking to work or to school, biking to school — out of our cities.”

But it can be engineered back into the system with land use policies that encourage more density around transit corridors and economic policies that promote the creation of neighborhood-serving commercial development.

“If my day-to-day needs can be met by walking, I don’t put pressure on the transportation system,” Manish Champsee, a Mission District resident who heads the group Walk SF, told us.

The transportation system can either promote that sense of community or it can detract from it. Champsee said San Francisco needs more traffic-calming measures, citing the 32 pedestrian deaths in San Francisco last year. Almost a third as many people are killed in car accidents as die from homicides in San Francisco — but murder gets more resources and attention.

“There’s a real sense in the neighborhoods that the roadways and streetscapes are not part of the neighborhood, they’re not even what links one neighborhood to another. They’re sort of this other system that cuts through neighborhoods,” said Gillian Gillette of the group CC Puede, which promotes safety improvements on Cesar Chavez Street.

Radulovich notes that streets are social spaces and that decisions about how to use public spaces are critical to achieving sustainability.

“A sustainable transportation system is one that allows you to connect to other people,” he said. “Cities have always thrived on connections between humans, and I think some of the transportation choices we’ve made, with reliance on the automobile, have begun to sever a lot of human connections. So you’ve got to think about whether it’s socially sustainable. Also economically sustainable, or fiscally sustainable, because we just can’t pay for what we have.”

So then what do we do? The first step will take place next year when Congress is scheduled to reauthorize federal transportation spending and policies, presenting an opportunity that only comes once every four years. Transportation advocates from around the country are already gearing up for the fight.

“We’ve built out the freeways. They’re connecting the cities — they’re pretty much done. So what do we need to do to make streets more vibrant and have more space for people and not just automobiles?” asked Jeff Wood, program associate for the nonprofit group Reconnecting America and the Center for Transit-Oriented Development.

Then, once communities such as San Francisco have more money and more flexibility on how to spend it, they can get to work on the other sustainability needs. “The key component is having all the transportation systems fully linked,” Paine said. That means coordinating the Bay Area’s 26 transit agencies; expanding on the new TransLink system to make buying tickets cheaper and easier; funding missing links such as connecting Caltrain from its terminus at King and Fourth streets to the new Transbay Terminal; and timing transfers so passengers aren’t wasting time waiting for connections.

And the one big-ticket transportation project supported by all the experts we consulted is high-speed rail, which goes before voters Nov. 4 as Proposition 1A. Not only is the project essential for facilitating trips between San Francisco and Los Angeles, it takes riders to the very core of the cities without their having to use roadways.

Paine also notes that the bond measure provides $995 million for regional rail improvements, with much of that going to the Bay Area. And that’s just the beginning of the resources that could be made available simply by flipping our transportation priorities and recognizing that the system needs to better accommodate all modes of getting around.

At the roundtable, I asked the group how much a reduction in automobile traffic we need to see in San Francisco 20 years from now to become sustainable — with safe streets for cyclists and pedestrians, free-flowing public transit, and vibrant public spaces. Sarah Sherburn-Zimmer, an organizer with SEIU Local 1021 and the Transit Not Traffic Coalition, said “half.” Nobody disagreed.

That may sound outrageous by today’s standards, when cars use about 30 percent of our roadways to handle about 5 percent of the people-moving (a similar ratio to how Americans constitute 5 percent of the world’s population but use more than 25 percent of the world’s resources). A sustainable, just, efficient mix would drastically beef up the operating budgets of Muni, BART, and other transit agencies, and transfer all the capital set aside for new freeways into new transit lines that would better serve, for example, the Sunset and Excelsior districts.

Alternative transportation advocates insist that they aren’t anti-car, and they say the automobile will continue to play a role in San Francisco’s transportation system. But the idea of sustainability means beefing up all the other, more efficient transportation options, so it becomes faster, cheaper, and easier to walk, bike, take transit, or rideshare (probably in that order of importance, based on the resources they consume). As Fraser said of residents choosing to drive cars, “We should make it so it’s their last choice.” *