Transportation

State regulators issue stern warning to rideshare companies

About a month ago, we wrote about how San Francisco International Airport Director John Martin was cracking down on rideshare drivers ferrying passengers to the airport.

In a formal letter, Martin enlisted the help of the California Public Utilities Commission to assist with enforcement actions against Uber, Lyft, and other so-called “transportation network providers,” whose drivers were found to be taking passengers to the airport despite a state decision requiring them to obtain permits from airport administrators to do so.

The permits haven’t yet been obtained because the TNCs took issue with SFO’s proposed pilot program, and subsequently refused to fill out the permit applications and send them in.

It appears CPUC President Michael Peevey took Martin’s plea for help seriously. In a letter dated June 10, Peevey called on TNCs to cease airport operations until they had secured permits from airport authorities. The letter warns that if the companies do not comply and are found to be in violation of the state’s decision governing TNCs, “the CPUC may revoke your permit to operate.”

Here’s the letter, which references operations in other California cities as well.

CPUC Letter to Logan Green of Lyft by Rebecca Bowe

SFMTA launches “Google Bus” pilot program map, promises increased enforcement

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The Google Bus plan is now rolling forward. Last night [Mon/9] the San Francisco Municipal Transportation Agency released a map of shuttle stops to be studied in the contentious commuter shuttle pilot program, and proposed new means of cracking down on shuttle scofflaws.

The released map shows a peppering of dots representing what the SFMTA is calling “pilot network zones,” essentialy bus stops to be shared by Muni and commuter shuttles alike. The SFMTA will study those pilot network zones, measure impacts to Muni shuttles, and the zones will soon be marked up with signage denoting them as a commuter shuttle stops. 

The site of the first and many subsequent Google Bus protests, Valencia and 24th street, is included among the proposed stops. Many of those protesters highlighted the lack of enforcement around the shuttle stops highlighted by a glaring set of numbers: Since January, San Francisco issued over 13,000 citations against double-parkers in red zones, but only 45 went to commuter shuttles. The shuttles use of those stops were, at the time (and even now) illegal, protesters said. 

Carli Paine, the head of the commuter shuttle pilot program at SFMTA, told us now there’ll be increased enforcement.

“Implementation will include placards on the vehicles, signage at the zones that are in the pilot network, and additional enforcement,” she confirmed for us, in an email. The SFMTA also launched a special web form for lodging complaints about the commuter shuttles.

SFMTA surveyed tech companies, citizens, and government to decide which stops to study. Per SFMTA:

In February, the SFMTA collected requests from shuttle service providers and resident suggestions on what stops should be included in the pilot through an interactive website and open houses.  We reviewed requests from shuttle service providers and suggestions from residents to develop a pilot network of zones that is a combination of:

Zones requested by shuttle service providers

Zones requested by residents

Alternative zones within a few blocks of requested zone locations

New white zones in locations where demand is high but sharing with Muni would likely disrupt Muni service for inclusion in the pilot network

Zones with Muni service every 10 minutes or less, most zones along Muni’s busiest routes and lines, and flag stops (stops that are in the street, away from the curb) on the bicycle network were not included in the proposed pilot network of shared bus zones.

The website that SFMTA referred to crowdsourced feedback from San Franciscans, an interactive map where anyone could place pinpoints proposing shuttle stops. Some jokers pinned proposed shuttle stops in the San Francisco Bay and the ocean. Some had reasoned arguments against corporate shuttles. “There should be a designed [sic] bus stop for the big corporate buses and not public bus stops,” read one post. Others were more flip, like the push-pin on Alcatraz, reading “Make ’em swim!” 

 

SFMTA’s Proposed Commuter Shuttle Network 140609 by Joe Fitzgerald Rodriguez

 

 

Above we’ve embedded the commuter shuttle map. 

Interestingly, the hotly contested tax that the SFMTA planned to levy against commuter shuttle companies of $1 per stop, per day may be revised. 

The permit and use fee will be updated based on actual project costs and actual stop events proposed as part of the permitting process,” the SFMTA stated in an email announcement of the new commuter shuttle project map. “The SFMTA Board will hold a public hearing to adopt the adjusted fee, if different from earlier calculations.”

The Guardian obtained a cost breakdown of the shuttle program from the SFMTA, and the numbers do seem to be fairly rough.

 

Cost Breakdown of SFMTA “Google Bus” commuter shuttle pilot program by Joe Fitzgerald Rodriguez

 

 

Above we’ve embedded the cost estimate of the commuter shuttle program, obtained through a public records request under the Sunshine Ordinance.

The shuttle pilot program proposed to fund 312 hours of work for transit planners and engineers each, annually. Notably, 4,000 hours are slated for a parking control officer, and 520 for a senior parking control officer annually. The two officers together are estimated to cost $300,000 annually. Double that estimate, as the project is slated to run two years. 

The SFMTA board will meet to approve any new fees for the program during its July 15 meeting. There will also be a public SFMTA engineering meeting on June 20 (10am, City Hall, Room 416) to discuss changes to the commuter shuttle pilot program.

The map also denotes sidewalk white zones for shuttle use for commuter hours, between 6-10am and 4-8pm. 

The shuttle pilot program will officially begin August 1. It’s still an open question what effect, if any, the current lawsuit concerning environmental review of the shuttle stops will have on the program.

Transportation funding faces key test after Mayor Lee flips on VLF increase UPDATED

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Facing a deadline of tomorrow’s [Tues/10] San Francisco Board of Supervisors meeting to introduce measures for the November ballot, advocates for addressing the city’s massive long-term transportation funding gap still hope to introduce an increase in the local vehicle license fee, even though the once-supportive Mayor Ed Lee has gotten cold feet.

While Lee and all 11 of the supervisors support a $500 million general obligation bond that would mostly go toward capital improvements for Muni — a measure almost certain to be approved by its July 22 deadline — the local VLF was originally presented by Lee as a companion measure to fund Muni, street resurfacing, and bike and pedestrian safety improvements.

But when Lee got spooked by a poll in December showing 44 percent voter approval for increasing the VLF and the need to actually do some campaigning for the measure, he withdrew his support and left cycling, streets, and safety all severely underfunded. A report last year by the Mayor’s Transportation Task Force pegged the city’s transportation infrastructure needs at $10.1 billion over 15 years, recommending just $3 billion in new funding to meet that need, including the embattled VLF measure.

“It’s important for us to move forward with the local VLF,” Sup. Scott Wiener, who has taken the lead on ensuring local term transportation funding, told the Guardian. “If this is not the right election, then we have to say which election we will move this forward.”

But so far, Wiener hasn’t gotten a commitment from the Mayor’s Office, with which he says he’s still in active talks. The Mayor’s Office also hasn’t returned Guardian calls on the issue. If Wiener doesn’t get an assurance that the VLF will go before voters, then he says that he’ll push another fall ballot measure that he introduced May 20, which would increase the city General Fund contribution to Muni as the population increases, retroactive to 10 years ago (thus creating an initial increase of more than $20 million annually).

“It would be in lieu of the VLF, not in addition to it,” Wiener said the rival measure, noting that he prefers the local VLF, a stable and equitable funding source that wouldn’t cut into other city priorities. [UPDATE 6/10: Wiener said he received a commitment from Lee to place the VLF increase on the 2016 ballot, so he is dropping his measure to increase Muni funding as the population increases].

Sen. Mark Leno spent about 10 years winning approval for the authorizing state legislation that authorizes San Franciscans to increase the VLF, enduring two governors’ vetoes along the way before getting Gov. Jerry Brown to sign it into law last year.

Wiener notes that the measure would increase the VLF in San Francisco to 2 percent, restoring it its longtime level before Arnold Schwarzenegger used a VLF reduction as a campaign issue to get elected governor, slashing it to 0.65 percent in 2003.

“That action by Gov. Schwarzenegger has deprived California of about $8 billion per year,” Wiener told us. “This is not some newly minted fee, it restores the VLF to what it was going back to the ‘50s.”

San Francisco Bicycle Coalition Director Leah Shahum said she was disappointed that Lee didn’t follow through on his commitment to fund bike and pedestrian safety improvements through the local VLF, but she said there is wide support on the board for the measure.

“Tomorrow is the big day, but we’re hearing real strong support for the measure,” Shahum told us. “I feel strongly there will be eight supervisors committed to introducing the measure.”

That two-thirds vote threshold is part of the legislation that enabled San Francisco to increase its VLF, but Shahum said she believes there is that level of support on the board for doing the VLF increase this year, which the SFBC would actively campaign for.

“The whole idea was these things would go as a package,” Shahum told us. “This is a huge deal for us. Give the voters a chance to vote for safe and smooth streets.”   

Lee’s abandonment of the VLF comes in the wake of his SFMTA appointees’ repeal of Sunday parking meters, which Lee said was driven by a desire to win over car-driving voters for his transportation measures. Last month on Bike to Work Day, Lee and other city officials also touted the measures as important for bike project, although Shahum said the general obligation bond does little for cyclists, except for an allocation for renovating Market Street. 

“There is not a desigination for bike safety and infrastructure, that was goign to be all in the VLF measure,” Shahum said. 

Wiener cited the long road that Leno traveled to give San Franciscans that opportunity as a reason to move forward with increasing the VLF, a progressive tax that charges more for luxury cars than old beaters used by the working class, but Leno was a bit more circumspect about the situation.

“If it taught me anything, it’s patience,” Leno told us about the long road to let San Francisco authorize a higher VLF. “As with anything in the world, timing is everything.”

Leno said support from labor, the business community, and all of City Hall’s top leaders are all necessary to win voter support for increasing the VLF, so it’s crucial that everyone is enthusiastically on board. “I think we may only have one shot, so when we go to the ballot, we need to have our coalition intact.”

Without commenting on the wisdom of delaying the vote this year, Leno said that if that happens, it’s crucial to get everyone to commit to passing it in 2016, a position Wiener also supports.

“There are times when we need to have a long view,” Leno told us. “But one way or the other, we have to get serious about identifying dedicated revenue to invest in Muni or we will all pay a serious price.”

 

To participate in a public forum on this and related matters, please join us this Thursday evening for “Bikes, Buses, & Budgets: How to create the transportation system San Franciscans needs.” This Bay Guardian community forum, from 6-8pm at the LGBT Center (1800 Market), will feature Wiener; SFBC community organizer Chema Hernandez Gil; Jason Henderson, an urban geography professor at SFSU who writes the Guardian’s monthly Street Fight column; and others, moderated by yours truly. It’ll be fun, informative, and one lucky attendee will leave with a A2B electric bike as part of a free raffle at this free event.    

Muni sickout: Q&A with transit union president

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It’s fair to say San Francisco is sick of the sickout.

Three days after hundreds of Muni workers called in sick to work, crippling the city’s transit system, City Attorney Dennis Herrera filed a legal action against Muni workers’ union to end the pseudo-strike. 

Just as Herrera announced his intentions, the Bay Guardian sat down at the Transit Workers Unit local 250-A for an interview with Eric Williams, president of Muni’s worker union. 

Here are William’s answers to our questions. Pick up a copy of next week’s paper for a broader story on the Muni sickout and union backlash in San Francisco.

San Francisco Bay Guardian: Thanks for sitting down with me. This is obviously a contentious time for Muni workers. But let’s hear how this all started: What’s the nitty-gritty contract disagreement between the SFMTA and the union?

Eric Williams: We don’t have a problem paying our pension, despite what’s being said. We would like a fair even swap, just like everyone else had. The police, the fire department, every union in this city got a fair swap to help pay their own pension. Right now they want to offer us a bump to pay our own pension, but once we got our CPA to crunch the numbers, it’s all negative.

The city wants you to beleive it’s cost-neutral, but that’s not the case. Our members will be making $1.10 less an hour due to this negotiation. 

SFBG So you’ve said before that certain laws and codes have “stacked the deck” in negotiations against the union, in favor of the SFMTA. How does that work?

EW You have to read Prop G [regarding Muni operators’ salaries] and code A8.409 [prohibiting strikes] and say “is this fair?” 

We’re struggling, we’re coming into a negoatiaion with our hands tied behind our back. The beauracracy and the spinning of the words and statements is alive in the agency. 

It’s unfortunate the public thinks it’s the common workers’ fault on any of these issues. Our members have to take care of our families, our children, paying for college, just like you. 

[Proponents of Prop. G said] “Well, it will make everything fair.” Actually, it’s not.

A ten-minute video interview with TWU Local 255-A President Eric Williams, as he explains the motivations behind the sickout.

SFBG Let’s get into that a bit more. So you walk into a negotiation, you bring a proposal. The way most union negotiations work is two parties sit down and present proposals, but the Muni worker/SFMTA negotiation is unique. You have to prove something to the arbitrator. What do you have to prove?

EW Basically, we have to show we’re not going to be costly to the agency. But inflation is going up, how could we not be costly?

 We just want restrooms, but those are costly. We want raises, those are costly. We want better parking, that’s costly.

The arbitrator must side with the city if they feel the cost burden will be too high on the city. All SFMTA employees are under the same deal. I’ve been at four tables in the past few months and negotiated two contracts with parties other than the SFMTA. We had to go to mediation, those mediators told us to talk it over again (offering compromise). You take this proposal, you take this one. That’s not the case with the SFMTA negotiations.

SFBG Can Muni workers afford to live in San Francisco?

EW Definitely not. The only members that live inside the city are those who purchased a home 20 or so years ago. The majority of our members live outside the city. That’s what leads to the issue of transportation and parking. If you’re pulling a bus run at 5:30 in the morning, guess what, there’s no bus at 4am to get them there. They need parking. It’s poor or rich in this city, there’s no in between. That’s no secret.

SFBG How far back would you have to go to say a good strong bloc of members lived in the city?

EW At least 20-30 years. Early ’90s, ’80s. 

SFBG Let’s talk about the atmosphere with riders out there. We recently saw a BART strike, did you take a read on the reaction? The sickout, which seems similar … people seem to not be siding with the union on this. There’s a lot of animosity.

EW We thought people understood who were in charge of the economics. It’s unfortunate the public may believe it’s the common workers’ fault on the issues. 

If you look at the bargaining with BART, yes it caused frustration. Yes it did. But when you see them empathizing with the power, “yes we know this hurts, but we have a family too.” The only thing we can do is ring the bell and say “this is unfair.”

SFBG Do you feel there is a backlash against Muni workers for the sickout?

EW Honestly i couldn’t tell the difference, we’ve been drug over the coals for so long. The frustration you’ve seen the past few days, not brought by the union itself, but by the members, is real. 

But in reality our members encounter something different with the everyday riders. The mothers, the fathers, [they have] a different attitude. Of course we have that 10, 20 percent that no matter what we do, who say we’re wrong. But we have to take a stand as well. We’re important here. We take our jobs seriously, and we should be treated as such. 

[Those who disagree with us] need to challenge the agency on everything the agency tells them. The system is still not on time, you still don’t have enough employees to drive the buses on the ground. The SFMTA spends all this money but we’re not on time, we don’t have enough people. 

Those 10-20 percent [who disagree with the workers] need to read the charter. Any person with common sense, any person with a heart, ask themselves if that process is fair. 

SFBG You don’t think part of it is the view that Muni workers make much more than private sector workers?

EW There’ve always been good private sector employers out there. But unions got us weekends, unions got us better working hours, unions got you sick leave. But go out and ask how they feel, what they think the public’s issue with us because we’re making $60,000 a year, and you went to college for four years. Maybe it’s because we’re making a living, and you’re struggling. Well hey, come get a job as a bus driver if it’s that bad out there.

 

Alerts: June 4 – 10, 2014

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WEDNESDAY 4

 

Transportation planning: District 8 open house

LGBT Center, 1800 Market, SF. sftransportation2030.com 5:30-7pm, free. District 8 Sup. Scott Wiener, representatives of the San Francisco Municipal Transportation Agency (SFMTA), and representatives from San Francisco Public Works will hold this District 8 community meeting about Transportation 2030, a strategic infrastructure investment program proposed for the November’s general election ballot. The night includes a presentation of the plan and a question and answer session.

THURSDAY 5

 

St. James Infirmary’s 15 year anniversary

Temple Nightclub, 540 Howard, SF. inticketing.com. 9pm-3am, $20 general admission. St. James Infirmary Presents its XV Dirty Dance Party Fundraiser. St. James Infirmary is the first occupational safety and health clinic for sex workers in the United States, providing free, confidential, nonjudgmental medical and social serves for current or former sex workers of all genders and sexual orientations and their partners. $40 VIP admission includes one free lap dance.

SATURDAY 7

 

Annual Fillmore summer kick-off fest

Hamilton Recreation Center, 1900 Geary, SF. noon-5pm, free. This year’s Grillin’ in the Mo’ will jump off with legendary blues singer Freddie Hughes (Bring My Baby Back) and the House of Hughes Band. The annual Fillmore Summer Fest Kick-Off is a free blues concert and family BBQ celebrating the start of summer events in the Fillmore District and summer enrichment programs for Western Addition youth. Grab some food, fly a kite, make gigantic bubbles, and enjoy some blues with Freddie Hughes and jazz by Fillmore’s own Bay Area Jazz Trio.

TUESDAY 10

 

Voices from the Edge

Mission Workshop, 40 Rondel Place, SF. tinyurl.com/voicedge. 6-9pm, free. This is a local arts and media showcase sponsored by Independent Arts & Media (IAM). Mix and mingle with local art and media makers, and celebrate the indy creative spirit IAM helps keep alive and well in San Francisco. Independent Arts & Media’s mission is to support independent, non-commercial arts and media projects and producers for the purpose of building community and civic participation, and facilitating cultural engagement and free expression. Featuring music, art, video, food, drink and community.

 

The anti-sunshine gang intensifies its attacks on the Sunshine Ordinance Task Force in City Hall

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By Bruce B. Brugmann   (with special sunshine vendetta chronology by Richard Knee) 

The Guardian story in the current issue demonstrates in 96 point tempo bold how important the glare of sunshine and publicity is in City Hall in keeping the public’s business public. Yet, the anti-sunshine gang in City Hall is intensifying  its savage attack on the Sunshine Ordinance Task Force.

The Sunshine Ordinance established the Sunshine Task Force to serve as the people’s court for hearing citizen complaints on public access, thus giving  citizens a way to get secret records, open secret meetings, and hold government officials accountable. It empowers citizens to be watchdogs on issues they care about.  It is the first and best ordinance of its kind in the country, if not in the world, and its effectiveness is shown by the fact that the anti-sunshine gang regularly tries  to bounce strong members and gut the task force.

Terry Francke, then the executive director of the California First Amendment Coalition and author of the ordinance, and I as a founder anticipated this problem in trhe early 1990s and put a mandate  into the original ordinance for the task force to have representatives from the local chapter of the Society of Professional Journalists (a journalist and media attorney) and the San Francisco League of Women Voters, two organizations with experience and tradition with open government issues. Later, the mandate included a representative from New America Media, to insure a member of color for the task force.

 I served for 10 years on the task force and then Mayor Willie Brown made the point about City Hall interference by targeting me for extinction.  He tried several times  to kick me off the task force.  I refused to budge, on the principle that neither the mayor nor any other city official should be able to arbitrarily kick off a member of the task force for doing his/her job. When Willie left office, I left the task force when my term was up  and the principle was intact.

Today, as Richard Knee writes in his timeline and chronology below, the principle is once again under city hall attack. Knee replaced me as the journalist representative  of SPJ and has served under fire  for a record 12 years. He writes that the latest attack is retaliation for a unanimous finding by the task force in September 2011 when Board President David Chiu and Supervisors Scott Wiener, Malia Cohen, and Eric Mar violated  local and state open meeting laws by ramming through the monstrous Park Merced redevelopment contract with 14 pages of amendments that Chiu slipped in “literally minutes” before the committee vote.

This was a historic task force vote in the public interest, and a historic vote for open government and for all the good causes. But instead it prompted a smear- dilute-and- ouster campaign by the Board of Supervisors, with timely assists from the city attorney’s office.  The ugly play by play follows. The good news is  that the sunshine forces inside and outside city hall are fighting back, hard and fast, and with a keen eye on all upcoming elections.   Stay tuned. On guard. :

 Special  chronology and timeline detailing the anti-sunshine gang attack on  the Sunshine Ordinance Task Force. By Richard Knee)

1. In April 2011, the Task Force voted to change its bylaws to declare that approval of substantive motions required “yes” votes from a simple majority of members present rather than a simple majority of all members, as long as a quorum was present. The quorum threshold remained at six. The bylaws change went against the advice of the city attorney’s office, which pointed to city Charter Sec. 4.104. Suzanne Cauthen and I cast dissenting votes on the bylaw change. David Snyder was absent from that meeting but made it clear that, reluctantly, he could find no reason to disagree with the city attorney’s opinion.

2. In September 2011, the Task Force voted, 8-0, to find that Board of Supervisors President David Chiu and Supervisors Eric Mar, Scott Wiener and Malia Cohen had violated the Sunshine Ordinance and the state’s open-meeting law (Brown Act). Mar, Wiener and Cohen served on the board’s Land Use and Economic Development Committee, which voted to recommend approval of a Parkmerced redevelopment contract. Literally minutes before the committee voted, Chiu introduced 14 pages of amendments to the contract. The deputy city attorney at the meeting opined that the amendments did not substantially alter the contract and therefore the description of the item on the meeting agenda was still apt and the committee could act on it. The full board approved the contract the same day.

Wiener tried to intimidate the Task Force from hearing the case. His legislative aide Gillian Gillette (now the mayor’s director of transportation policy) told us we had no business telling the board how to vote and that in taking up the matter, we would be overstepping our authority. Her tone of voice, facial expression and body language were clearly confrontational. We pushed back. Bruce Wolfe told her it was inappropriate to prejudge the Task Force’s vote before the hearing had begun. I told her that we were not interested in the LUED Committee’s or the board’s substantive vote on the contract, but we were concerned about the procedural aspect. A complaint alleging sunshine violations had been brought before us and we were duty-bound to hear it. I pointedly suggested she review the ordinance, especially Sec. 67.30, which defines the Task Force’s, duties, powers and composition. She skulked back to her seat, seething.

Chiu’s legislative aide Judson True told us that Chiu’s office had made a mad scramble to get the amendments printed and properly distributed to allow enough time for review by the supervisors and members of the public before the committee’s vote. He and Gillette, citing the city attorney’s opinion, reiterated that the committee and the board had followed proper procedure.

We were incredulous toward their claims that (a) 14 pages of amendments did not substantially alter the contract and (b) there was sufficient time to review the amendments before the committee’s vote. We consensed that there was no reason the committee could not have delayed its vote in order to allow adequate review time.

3. Wiener surreptitiously asked the Budget and Legislative Analyst in late 2011 to survey every city department on how much sunshine compliance was costing it. When we learned about it, Task Force Chair Hope Johnson sent a strongly worded letter objecting to the attempt at secrecy and to the form that the survey took; we felt many of the questions were vague or vacuous.

4. In May 2012, the Rules Committee (Jane Kim, Mark Farrell, David Campos) interviewed Task Force applicants. Committee members pointedly asked incumbents Suzanne Manneh (New America Media’s nominee), Allyson Washburn (League of Women Voters’ nominee), Hanley Chan, Jay Costa and Bruce Wolfe if it wouldn’t have been wise to follow the city attorney’s advice in order to avoid violating the Charter. They responded that while they deeply appreciated having a deputy city attorney at Task Force meetings and certainly gave due weight to the DCA’s counsel, such advice did not have the force of law, they had a right to disagree with it and they believed the bylaw change they had enacted in April 2011 did not violate the Charter.

The Rules Committee voted unanimously to recommend the appointments of newcomers Kitt Grant, David Sims, Chris Hyland and Louise Fischer, and returnee David Pilpel. Campos and Kim voted to recommend Wolfe’s reappointment; Farrell dissented.

Then, citing concerns about lack of “diversity,” Farrell and Kim said the Society of Professional Journalists, NAM and the LWV should have submitted multiple nominations for each of their designated seats. They pointed to language in ordinance Sec. 67.30(a) stipulating that the respective members “shall be appointed from … names” – and they emphasized the plural, “names” – “submitted by” the organizations. And the committee voted unanimously to continue those four appointments to the call of the chair.

It is important to note that this was the first time ever that the committee had made a multiple-nominations demand. Previously, the committee and the board had invariably accepted the single nominations from the three organizations.

The “diversity” argument was a smokescreen. They had already voted to bounce Chan, who is Chinese-American, and Manneh is a Palestinian-American fluent in Arabic and Spanish.

The truth was, they didn’t like the nominees. SPJ had nominated attorney Ben Rosenfeld and Westside Observer editor Doug Comstock. Both as a Task Force member and as a political consultant, Comstock had been a thorn in lots of local politicians’ and bureaucrats’ sides. And Manneh and Washburn had participated in the Task Force’s unanimous finding of violation against Chiu, Wiener, Mar and Cohen.

Upshot: By continuing those appointments, the committee and the board ensured that Manneh, Washburn and I would remain as “holdovers” and the SPJ-nominated attorney’s seat would stay vacant (Snyder had formally resigned). Manneh, citing an increased professional and academic workload, stepped aside a few months later, meaning two of the 11 seats were vacant, and it now took only four absences instead of five to kill a quorum.

5. At the subsequent meeting of the full board, after Campos moved to reappoint Wolfe, Wiener moved to replace his name with that of Todd David. In making his motion, Wiener delivered a scorching, mendacious attack on what was then the current Task Force. Details of the tirade are available on request. The board voted, 6-5, in favor of Wiener’s motion (ayes: Wiener, Chiu, Farrell, Cohen, Carmen Chu and Sean Elsbernd; noes: Campos, Kim, Mar, John Avalos and Christina Olague). The board then voted unanimously to appoint Grant, Sims, Hyland, Fischer, Pilpel and David.

6. Ordinance Sec. 67.30(a) stipulates that the Task Force shall at all times have at least one member with a physical disability. Wolfe was the only applicant in 2012 to meet that criterion. So when the board ousted him, the Task Force no longer had a physically disabled member. The city attorney advised the new Task Force that to take any actions before a new physically disabled member was appointed could land land the Task Force and its individual members in serious legal trouble. So the Task Force was sidelined for five months, finally resuming business in November 2012 following the appointment of Bruce Oka — who, by the way, is solidly pro-sunshine.

            7. After interviewing 12 of the 13 task force applicants on May 15, 2014, Rules Committee members Norman Yee and Katy Tang complained about a lack of racial/ethnic diversity among the candidates, but that didn’t stop them from voting to recommend the reappointments of members David, Fischer and Pilpel, all Anglos (Campos was absent). Nor were they deterred by the fact that David has missed six task force meetings since March 2013, including those of last January, February and April. They continued consideration of additional appointments to a future meeting, possibly June 5.

At the board meeting on May 20, Wiener repeated his slander of the 2012-14 task force and heaped praise on David, Fischer and Pilpel without offering a shred of corroborating evidence. The board voted to confirm their reappointments, again ignoring David’s porous attendance record.

8. To be seen: whether Rules and/or the board will continue insisting on multiple nominations, and whether it will move forward on other possible appointments. Including Grant’s resignation and the possibility of holdovers, there is a risk that as few as eight of the 11 seats will be filled, meaning three absences would kill a quorum. Sims is moving to Los Angeles but remaining as a holdover for the moment. If he resigns, that could pull the number of fill seats down to seven, meaning two absences would kill a quorum.

The foregoing commentary is strictly personal and not intended to reflect the views of any other individual or organization.

Respectfully submitted,

Richard Knee

Member (since July 2002) and past chairman of the Sunshine Ordinance Task Force

Member of the Society of Professional Journalists, Northern California Chapter, Freedom of Information Committee

San Francisco-based freelance journalist

(The Bruce blog is written and edited by Bruce B. Brugmann, editor at large of the San Francisco Bay Guardian. He is the former editor and co-founder and co-publisher of the Guardian with his wife Jean Dibble, 1966-2012). In San Francisco, the citizens are generally safe, except when the mayor is in his office and the board of supervisors is in session. You can quote me.  B3

Bay Guardian Community Forum! Bikes, buses, and budgets: How to create the transportation system San Franciscans need

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Join the San Francisco Bay Guardian as we explore the current swirl of challenges and initiatives that will determine how people get around San Francisco. We’ll discuss transportation funding measures recently placed on the fall ballots this year and in 2016, big ideas such as tearing down I-280 and taking a Bay Bridge deck for bikes and buses, and the gap between political rhetoric and realities on the street along with a panel of key experts and activists. This is a free community event, and attendees will be entered into a raffle for an A2B electric bicycle, with a winner selected at the end of the event.

Panelists:

Supervisor Scott Wiener — Wiener represents San Francisco’s Supervisorial District 8 (Castro, Upper Market) and he has taken the lead role on the Board of Supervisors and Metropolitan Transportation Commission in advocating for dedicated funding sources for transportation project and challenging his colleagues to get serious about the challenges we face.

Professor Jason Henderson — As a geography professor at San Francisco State University, Henderson has focused his research and teaching on urban transportation issues. He’s also the author of Street Fight: The Politics of Mobility in San Francisco and he writes the Guardian’s popular and controversial monthly Street Fight column.

Chema Hernández Gil — Hernández Gil is a community organizer with the San Francisco Bicycle Coalition, San Francisco largest member-based grassroots advocacy organization, which has recently been highlighting funding shortfalls in creating the bicycling infrastructure needed to accommodate a growing number of cyclists. 

Susan King — King coordinates the popular Sunday Streets program, which creates temporary car-free spaces in San Francisco, the latest endeavor in a long history of transportation activism ranging from working for Livable City to helping found WalkSF to serving on the city’s Bicycle Advisory Committee to working on transit justice campaigns.

 

Moderators: Guardian Editor-in-Chief Steven T. Jones and News Editor Rebecca Bowe

 

Agenda:

6-7pm: Panel discussion — Prompted by questions from the moderators, panelists will share their insights into what kind of the transportation system San Francisco needs to address a growing population amid global warming and other environmental challenges, how to overcome the multi-billion-dollar funding shortfalls that have been identified, the political/ideological context of this debate, and other issues.

7-7:15pm: Break and networking — Stretch your legs, meet fellow concerned citizens, enjoy snacks provided by the Guardian, sign up for the A2B bike raffle, and prepare your remarks

7:15-8pm: Comments and questions: What do you think San Francisco needs from its transportation system and how do we get it? This is your chance to offer your ideas and/or ask questions of our panelists (note: Wiener has a prior engagement and will only be there for first hour, sorry). This is also a time for panelists to raise big, thought-provoking ideas and get audience feedback.

8pm-?: Haven’t had enough? Join the diehards over at Zeitgeist to continue the discussion over pitchers of beer and burgers. 

 


Alerts: May 21 – 27, 2014

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WEDNESDAY 21

 

San Francisco Tomorrow annual awards dinner

Delancey Street Restaurant, 600 The Embarcadero, SF. www.sftomorrow.org. 5:30pm, $50. San Francisco Tomorrow will hold its annual awards dinner to recognize individuals for their service to the city. Recipients for this year include Rebecca Evans and renowned journalist and editor Tim Redmond of 48hills.org and formerly San Francisco Bay Guardian, and the keynote address will be delivered by former Mayor Art Agnos. San Francisco Tomorrow depends on this event to gain support for their continued efforts to protect the environment, elect responsible and responsive public officials and promote excellence in public transportation.

THURSDAY 22

 

Justice Now’s Spring Fling

Dr. Teeth and The Electric Mayhem, 2323 Mission, SF. www.justicenow.org. 5pm-late, free. Justice Now is an Oakland-based nonprofit and law clinic focused on the needs of women prisoners, providing legal services and advocating for healthcare access, defense of parental rights, sentencing mitigation and other needs. Ten percent of the evening’s proceeds for food and drink will be donated to Justice Now. The bar is known for its good beer, cocktails by the pitcher, and an elaborate menu with everything from homemade corndogs to a jelly donut and fried chicken “sandwich.”

 

Harvey Milk’s 84th birthday bash

Beaux, 2344 Market, SF. www.milkclub.org. 6-9pm, free. Harvey Milk believed in LGBT leadership and the radical idea that LGBT people should be elected, and hold public office. He lived and died fighting for that dream. Join the Harvey Milk LGBT Democratic Club, former State Senator Carole Migden, State Assemblymember Tom Ammiano, and Supervisor and assembly candidate David Campos for a celebration of Harvey’s life on what would be his 84th birthday.

FRIDAY 23

 

Homelessness in SF: Panel discussion and speak out

St. Anthony Foundation Dining Hall, 150 Golden Gate, SF. (415) 346-3740. 3-5pm, free. As thousands lose their homes in San Francisco, and fewer find pathways out of homelessness, this panel will discuss how the city is responding and where experts believe efforts should be focused. This is event is put on by the Coalition on Homelessness, as part of its Free School series.

SATURDAY 24

 

Demonstration: Empty the Tanks

Six Flags Discovery Kingdom, 1001 Fairgrounds, Vallejo. tinyurl.com/kx2jcpk. 10-1pm, free. This day is being organized to stand up against marine mammal captivity. The abuse and exploitation of these sentient beings has no place in the 21st century. On May 24th, protests and educational events will be held all over world in front of marine mammal parks and aquariums. The only way to close their doors for good is to get the general public to stop buying tickets. Please wear blue and join for a non-violent peaceful demonstration. Stand with us to tell the captivity industry that enough is enough.

 

Guardian Intelligence: May 21 – 27, 2014

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P>Because nothing screams “invest in healthcare” like an aging Sammy Hagar: The former Van Halen rocker teamed up with Metallica’s James Hetfield, Green Day’s Billie Joe Armstrong, Train’s Pat Monahan, Nancy Wilson of Heart, and other rock ‘n roll veterans for a special one-time acoustic show at The Fillmore May 15, benefiting the Pediatric Cancer program at UCSF Benioff Children’s Hospital — what organizers were calling the first annual “Acoustic-4-A-Cure” show. That’s a lot of oversized egos for one stage, but hey, we can’t knock rockin’ for a good cause.

 

HAIL THE TRAIL

Celebrate the 25th anniversary of the San Francisco Bay Trail — still a work in progress, with 60 percent of the “ring around the Bay” having been completed — Sat/24, at a re-dedication of the Rosie the Riveter World War II National Historic Park visitor center in Richmond. The center houses exhibits dedicated to civilian efforts on the home front during World War II, embodied by the iconic female factory worker. The festive ceremony will be a vintage-themed affair, complete with WWII-era big band jazz, swing dancing, and a costume contest. And in a nod to our current century, the event will also unveil the first Bay Trail smartphone app. Let the summer hiking season begin! www.baytrail.org

 

PROP. 13 PRESSURE

Public policy group Evolve California sent out a survey to California candidates for public office, and discovered that a full 80 percent support reforming Prop. 13. The nearly four-decades-old law bases property taxes on purchase price, not current market value, and is often blamed for lost revenues that could go toward, say, rescuing California’s public education system from the dregs. The vast majority of hopefuls running for federal, state, and local office said they’d support reassessing commercial properties at market value, as long as small businesses, homeowners, and renters remain protected.

 

GUTS OF THE CITY

A daylong conference Sat/31 will expose curious participants to some of the lesser-known aspects of city life: The design and planning of public transit, water systems, wireless networks, and other kinds of urban infrastructure. MacroCity, to be held at the Brava Theater on 24th Street in the Mission, will feature talks on everything from San Francisco’s modern military ruins, to the city’s transportation history, to water systems feeding San Francisco. Visit themacrocity.com for more.

 

BISON: “YAWN”

One Bay to Breakers participant apparently heard the call of the wild, as the poncho-clad man was caught on video jumping into the Golden Gate Park bison paddock. Two officers arrested him in short order, and the SFPD Richmond station tweeted afterwards, “The bison seemed unimpressed.”

 

PORN DISCRIMINATION

San Francisco based porn star Eden Alexander was rushed to an emergency room after a near-fatal reaction to a common prescription drug. But when she tried using crowd-funding site Giveforward to cover the cost of her treatment, she was told by its payment operators, WePay, that her fundraiser would be cancelled because its terms state “you will not accept payments … in connection with pornographic items.” Alexander only sought funding for her medical costs.

 

MISSION: RUMBA

Dust off your feather headdress — it’s time yet again for Carnaval (Fri/23-Sun/25) when Harrison between 16th and 24th streets becomes one giant celebration of the music, dance, food, and art of Latin America. This year’s theme is “La Rumba de la Copa Mundial,” or a Celebration of the World Cup, which starts June 12 in Brazil. Sure, there’ll be plenty of drunken revelry, but this is also a great showcase of the deep-rooted Latino arts scene that’s holding on here, determinedly, even as the Mission changes: Look for the Arte Expo, featuring works from the Mexican Museum, Mission Cultural Center, Galleria de la Raza, Accion Latina, BRAVA, and Precita Eyes. The parade’s on Sun/25; see www.carnavalsanfrancisco.org to plan your route.

 

WANGIN’ IT

Insanely talented Chinese pianist Yuja Wang drops in on our SF Symphony once a year to tickle the ivories and steal a few hearts. Seriously: Her annual appearance here has become an event as eagerly anticipated as the return of the swallows to Capistrano or a sweet, light beating at the Folsom Street Fair. This time around (Thu/22-Sun/25, www.sfsymphony.org) she’ll be taking on Prokofiev’s magical, romping Piano Concerto No. 1 and Litolff’s whirling scherzo from Concerto Symphonique — a double treat for music lovers.

 

MEAT US SOON

We had doubts about 4505 Meats moving into the old Brother-in-Law BBQ #2 space on Divisadero — that hood moved upscale long ago, but a fancy BBQ in that particular space had the potential to be more sacrilegious than celebratory. Well, at least one local outlet is smitten: SFist has been drooling over 4505’s $18 “Big Mac” — “two beef patties lovingly caressing a block of fried macaroni and cheese” — and “famed bacon-studded hot dogs wrapped in macaroni and cheese and then deep fried.” We’ll let you know how all that goes down, once we can afford it!

Free Sunday meter plan challenged with environmental review

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Transit advocacy groups filed an appeal today challenging a controversial vote by the San Francisco Municipal Transportation Agency’s Board of Directors to end paid Sunday meters last month

The appeal contests paid Sunday meters were a benefit to many, and the decision to terminate the program was made without adequate review under the California Environmental Quality Act.

“The enforcement of parking meters on Sunday in San Francisco has been doing exactly what it was designed to do,” the appeal argues, “reduce traffic congestion, reduce greenhouse gas emissions, increase parking availability, and increase revenues in the City and County of San Francisco.”

The appeal was filed by transit groups Livable City, The San Francisco Transit Riders Union, and an individual, Mario Tanev. The appeal will now go to the Board of Supervisors, for a vote to approve or deny review under CEQA.

SFMTA spokesperson Paul Rose told the Guardian, “We’ll take a look at the appeal, but it wouldn’t be appropriate to comment at this time.” The SFMTA had only just recieved notice of the appeal. 

Proponents of paid Sunday meters also spoke at the SFMTA board meeting, shortly before the paid meters were struck down.

Your own studies show meters are beneficial to shoppers and businesses,” Tanev said during public comment. “You could have used this money to support seniors and people with disabilities who clearly need it.” 

And the need from those groups was clear, as over 200 seniors and people with disabilities came to the meeting to advocate for free Muni. The SFMTA board denied the request for free Muni for seniors and disabilities just before voting to approve a budget that included rescinding the paid Sunday meters.

The Sunday meters program brought in $11 million, more than enough money to pay for all of the proposed free Muni programs, as many at the SFMTA meeting pointed out.

Shortly after the vote, SFMTA Board of Directors Chairman Tom Nolan told the Guardian he felt pushed from all sides.

“I’ve been on the SFMTA board for years, and I’ve never felt more pressure,” he said. “This is the hardest budget in the eight years I’ve been on the board.”

At the meeting, many seniors noted the rising cost of living in San Francisco, combined with declining federal assistance and retirement funds, are forcing hard choices on seniors. Many spoke of forgoing doctor’s trips because they could not afford Muni, or of forgoing food in order to afford Muni trips.

“Muni is for everybody, especially those who need it most,” Nolan said. “The testimony was very heartbreaking.”

Embedded below is the CEQA appeal filed against the free Sunday meter decision.

CEQA Appeal – SFMTA Sunday Meter Enforcement by FitztheReporter

Memorial concert follows DA’s decision not to charge driver who killed cyclist

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In the wake of yesterday’s decision by the District Attorney’s Office not to bring criminal charges against the driver who killed 24-year-old Amélie Le Moullac as she cycled in the Folsom Street bike lanes on her way to work last August, her family will be holding a benefit concert this Friday (May 16) for Amélie’s Angels, a charity created in her name to benefit needy schoolchildren in Haiti.

The concert by Amelie’s mother, organist Jessie Jewitt, and other Bay Area musicians starts at 7:30pm in St. Mark’s Episcopal Church in Palo Alto, featuring the Palo Alto Philharmonic and Conducter Geoffrey Pope. Amélie’s friend and co-worker Steve Lynch, who told us the event will be both a memorial and a fundraiser, said he was disappointed by the DA’s office decision not to bring charges in the case.

“I personally find this to be very upsetting, particularly given the way her investigation was handled, but the main reason I wanted to write you was to see if you would be interested in mentioning the benefit concert. It’s something that we’re trying to do to get her family some closure,” Lynch told us.

As KQED reported yesterday, the DA’s Office decided there was insufficicient evidence to bring an involuntary manslaughter charge against delivery truck driver Gilberto Alcantar, who turned right at Sixth Street across Le Moullac’s path, killing her. The San Francisco Police Department had recommended criminal charges after initially conducting only a cursory investigation, an insult that was compounded by Sgt. Richard Ernst showing up and making insensitive, victim-blaming comments at a memorial event by cyclists at the scene of Le Moullac’s death. Afterward, bike activists asked nearby businesses if they has surveillance video of the accident, finding video that police had neglected to seek that led investigators to conclude that Alcantar didn’t have the right-of-way when he ran over Le Moullac.

The Board of Supervisors held hearings on how the SFPD conducts such investigations, and Police Chief Greg Suhr later apologized for Ernst’s comments and the faulty investigation and pledged to conduct more thorough investigations when motorists kill cyclists, including looking at the three other similar fatalities last year. Alcantar was never even given a traffic citation in the deadly accident, but Le Moullac’s family has filed a civil wrongful death lawsuit against Alcantar and the company he was driving for at the time, Daylight Foods.

Since the accident, the San Francisco Municipal Transportation Agency has created new bike lanes and other markings on Folsom Street to more clearly delineate how bikes and cars should merge as they approach intersections so as to avoid the illegal “right hook” turns that are so dangerous to cyclists.

In a public statement announcing Amélie’s Angels and the benefit concert, Jewitt said, “Many people have asked me whether I was going to set up some type of fund or activity to improve the safety of SF streets for bicyclists. Although great improvements need to be made in this area, I leave it to advocates such as the Bicycle Coalition and other concerned individuals to petition for these changes. Amélie was not a cyclist. She was simply a young woman who thought that cycling to work would help the environment and would be a good form of exercise. In the days following her death, I felt her love so intensely, I knew I had to channel it into some activity that would directly enhance the lives of others.”

Bike to Work Day marred by another Wiggle police sting UPDATED

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City officials and the San Francisco Bicycle Coalition hailed yesterday’s Bike to Work Day as a success, with the official SFMTA count finding 76 percent of vehicles along Market Street during the morning commute were bikes. But a pair of motorcycle cops ticketing cyclists that afternoon on the Wiggle put a damper on the celebration.

As we reported in this week’s paper, cycling has come to enjoy almost universal support in City Hall, at least in terms of political rhetoric, although the Mayor’s Office and SFMTA have committed only a small fraction of the funding needed to meet official city goals for increasing ridership. And yesterday’s bike sting on the Wiggle, a key east-west bike corridor in Lower Haight, felt like a slap in the face to the SFBC.

Since another series of police stings targetting cyclists on the Wiggle last fall, SFBC Executive Director Leah Shahum has been working closely with the San Francisco Police Department on its goal of focusing traffic enforcement resources on intersections with the most collisions, none of which include the Wiggle (the SFPD’s Focus on the Five initiative pledges traffic enforcement resources to the five most dangerous intersections in each police district and the five most dangerous traffic violations).

On Wednesday night, Shahum was even at the Police Commission hearing discussing the issue, and she says that Police Chief Greg Suhr and other top brass in the department have offered their assurances that such arbitrary stings on the Wiggle weren’t a good use of SFPD resources.

After recent hearings on how SFPD officers have refused to give citations to motorists who hit cyclists, Suhr and the department have also pledged to do so. But Shahum said she also heard from a cyclist on Bike to Work Day who was the victim of a hit-and-run by an impatient, road-raging motorist on 18th Street, and he told her that police refused to take a report even though he took down the license plate number.

Shahum said she’s disheartened by that story and those of the half-dozen cyclists she heard from who were ticketed on the Wiggle for not coming to a complete stop at a stop sign on the Wiggle.    

“I’m not confident the commitments from the chief and the commission are making it down to the officers. They are still pursuing very outdated traffic enforcement policies,” Shahum told us.

Shahum said she spoke to Capt. Greg Corrales, whose Park Station precinct includes the Wiggle, and Cmndr. Mikail Ali, who heads traffic enforcement, and both said they had no knowledge of any enforcement stings on the Wiggle. We left a message for SFPD spokesperson Albie Esparza, and we’ll update this post if and when we hear back. [UPDATE 5/12: Esparza just told us these citywide traffic enforcement officers were there based on citizen complaints about people running stop signs, but that the timing on BTWD wasn’t intentional: “It was a random thing they happened to be there that day.” He also noted that just 1 percent of traffic citations from April went to cyclists, and 93 percent to motorists, but he said officers can’t ignore traffic violations. “We cannot say as an agency do not cite pedestrians, do not cite bicyclists, that would be selective enforcement,” he said, while also agreeing that if officers that day on the Wiggle ignored motorist violations to focus on cyclists, that would also be selective enforcement.”] 

One of the cyclists ticketed on the Wiggle yesterday wrote this account to Shahum: “I suspect you will be hearing from a lot of cyclists in the next few days regarding the 2 cops who decided to hang out at Waller and Steiner Sts. yesterday to nail riders ‘running the stop sign.’ I was there at 4:51pm yesterday and I approached that intersection as I always do everyday braked with my right hand and signaled with my left arm to make that left turn onto Waller. I know for a fact I stopped as there was a car opposite me heading south on Steiner and I had to make sure which direction it might go. Once I made my left turn, there to greet me was a man in blue telling me to stop and present my driver’s license to him. He said that I failed to stop and I quote ‘your pedals were still moving at the stop sign.’… So,  a great 20th anniversary of bike to work day turned out to be a real downer for myself and I would guess for dozens more of riders. What a scheme to do this on a bike to work day with so many more riders out there.”

At the Bike to Work Day rally outside City Hall yesterday morning, where a broad cross-section of local political leaders and city officials spoke after riding their bikes to the event, Chief Suhr talked about the importance of making the streets safer for pedestrians and cyclists: “We are all in this together. Under the leadership of the mayor and the supervisors, all the department heads, we are committed to Vision Zero that in 10 years there are no fatalities in San Francisco.” 

Mayor Lee, who also rode to work, said: “I was proud to celebrate the 20th anniversary of Bike to Work Day by riding this morning from my neighborhood, Glen Park, accompanied by a growing number of bike commuters, including families, who are taking advantage of the benefits of a fun, healthy, affordable way to move around our City. With innovative bikeways like the new contraflow bike lane on lower Polk Street that connects Market Street to the Tenderloin and City Hall, we continue to improve and enhance our City’s bike network to connect our residents, neighborhoods, and businesses. But in order to do even more to make our streets safe, we must invest in our aging transportation infrastructure.” 

Carmageddon cometh

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news@sfbg.com

STREET FIGHT

San Francisco — already overwhelmed with private automobiles — faces a grim future of gridlock unless there is a radical change in how we think about city streets, parking, and regional transportation.

The facts are clear. Every day there are 1.7 million private car trips to, from, or within the city, according to the city’s transportation plan. Coupled with almost 10,000 vehicles registered per square mile, San Francisco today has one of the densest concentrations of cars on the planet, more than any peer city in the United States. In the business-as-usual scenario, the streets are forecast to absorb another half-million car trips. By 2040 there will be 2.2 million car trips on the exact same street grid we have today.

This is madness and it is dysfunctional for everyone. If you think Muni is unreliable now, it will be useless in 2040 as it stalls in the morass of 2.2 million car trips jammed onto city streets. Pedestrian injuries and deaths will rise with another 160 cars hitting pedestrians annually, simply due to oversaturation of automobiles. Cyclists might be able to weave around the stalled traffic, but it will be an ugly scene that fouls the air. Motorists will be stuck in their own gridlock, evermore impatient, distracted, honking, lurching through blocked intersections, sneaking through yellow lights, blocking crosswalks, double parking, and irritated with fellow drivers and everyone around. No one will be happy

This does not have to be. The city’s transportation agency hopes to reduce car trips from 1.7 to 1.6 million by 2018, a modest goal but barely holding the line. Reducing existing car trips by 100,000 while also adding thousands upon thousands of housing units and jobs, most coming with more parking, will quickly undo this humble ambition. The city can do more and the data shows us that there are many opportunities.

Consider that 68 percent of car trips within San Francisco are less than three miles. That’s 650,000 car trips per day that are generally pretty short — with a bicycle it’s less than a half-hour ride on relatively even terrain. If the city were able to get half of those car trips to switch to bicycle trips, it would be well on its way to averting carmageddon.

A more ambitious goal, increasing cycling to 20 percent of all trips, is the official city policy adopted by the Board of Supervisors. That’s 500,000-600,000 trips by bicycle every day, most of which can take place within that three-mile range, especially if cleverly arranged “wiggles” (level routes circumventing steeper hills) are laid out on the most logical corridors. But to carry that many cyclists, real space has to be allocated for them.

Out at San Francisco State University, where I teach a new Bicycle Geographies course that aims to increase cycling to the campus, there is tremendous opportunity to shift these kinds of short trips to bicycling. For students, faculty, and staff, bicycling is compatible with rapid transit, particularly for the “last mile” segments, such as between BART and SF State.

Bicycling is also a way to relieve local bus and light rail transit crowding — the 28 bus line on 19th Avenue, for example, is often jam packed and the city has only modest goals to improve that key line. Unlike transit or highways, bicycles do not require costly, long-term capital investment or operating funds and so can be deployed much more quickly.

It will be decades and cost hundreds of millions to improve the M-line, only now in the planning phase. We can lay down cycletracks much more quickly. Bicycling is also among the most equitable forms of urban transportation because it is affordable and accessible to almost everyone. This is obviously relevant to working-class students at SF State.

SF State has a memorandum of understanding with the city that obliges the university to reduce drive-alone automobile trips to campus, and the campus will not build any more car parking. With 4 percent of commute trips to SF State by bicycle (and only 2 percent among faculty) there is potential to increase the mode-share of bicycling as a path to reducing greenhouse gas emissions and auto trips.

The spatial proximity to Daly City and Balboa Park BART stations, as well as the Excelsior and Sunset, all under three miles from campus, means that the bicycle is well-suited to be a substitute for many short-range automobile trips and help the campus meet its goals. Yet what my students have found this semester is that it is all but impossible to bike safely to and from SF State, and the southwestern quadrant of San Francisco is largely left out of current bicycle planning in the city.

Taking multiple bicycle field trips over the past few months, we surveyed the opportunities for making safe routes to campus and envisioned what it would take to increase cycling to 20 percent of trips to and from SF State. Starting with the Balboa Park station, which is next to a deplorable tangle of freeway ramps, we ask what it would look like if fully-separated cycletracks were built on Geneva or Ocean avenues. These could connect City College and the Excelsior, and by way of a westward and southward jog, to a bicycle boulevard on Holloway Avenue, enabling a safe and convenient, 1.7-mile, 15-minute bike ride to SF State. Expanding the nascent Bay Area Bike Share to connect SF State and Balboa Park BART would create even more opportunity for cycling.

To the south of SF State, Daly City BART is a 1.4-mile, 10-minute bike ride that is daunting and poorly signed. It could be made safe and inviting with bicycle boulevards on streets parallel to traffic-clogged 19th Avenue and Junipero Serra. Borrowing from signature bicycle and pedestrian bridges in Pleasant Hill and Berkeley, perhaps there is an opportunity to build a bridge across Brotherhood Way toward the BART station, leveling an otherwise steep climb that discourages cycling.

To the north of campus, describing the designated 20th Avenue bicycle route as “a bit of a challenge” is an understatement. Cyclists must thread a cluttered shopping mall parking lot and overbuilt wide streets, and then confront a median blockading the way across Sloat Boulevard. While the megaproject to improve the M-line could include a cycletrack on this stretch of 19th Avenue, we should not wait a generation to increase cycling between SF State and the Sunset. The 20th Avenue route can be made welcoming now, with a fully-separated cycletrack and fixes on the Sloat intersection.

SF State, probably one of the most diverse campuses in the nation, has highly motivated students seeking real solutions to the huge problems society faces. The students are coming of age under extreme pressure of economic inequity and ecological duress, but they also see ways out of the mess created by the wasteful car culture and its linkages to ecological and social problems. They want to act now, and unlike past generations, they are shunning driving and many of them desire to reside in livable cities that offer choices for how they get around.

But what we have found this semester is that the campus is extremely isolated, difficult to access by bicycle, and walled-off by car sewers. Older, uninviting bicycle lanes are fragmented, disjointed, and seem to be an afterthought. With imagination, ingenuity, and political will, this can be remedied with bicycle improvements that cost far less than adding more car lanes and parking to the campus or surrounding area. And this would go much further at improving quality of life for neighbors who now have to put up with campus-generated traffic. Keeping the status quo, which means even more car trips but within the same space, is a dead end.

 

TRANSBAY DREAMS

Speaking of dead ends, San Francisco seems to specialize in dead-end train projects. The Central Subway, which is experiencing cost overruns and possible mismanagement, is one of these dead ends. There is no current option to have trains exiting to Geary or onto Columbus and possibly running on Lombard into the Marina, and that is a shame. Having the subway exit to the surface is probably the only way to make this project worthwhile.

There’s another dead end train project at the Transbay Terminal in downtown San Francisco. Yet unlike the Central Subway quagmire, I am impressed with the scale and possibilities for the Transbay Terminal project and there is opportunity to fix this dead end. Going back to the city’s business-as-usual traffic forecast, in 2040 car trips into the city from the Bay Bridge would increase 18 percent, and by 21 percent from San Mateo County. Aside from scratching my head wondering where exactly all of these cars are supposed to go, we simply need to stop this onslaught before the city becomes too dumb to move.

BART cannot solve it alone, as it will probably approach half a million riders per day by 2016, placing many downtown stations at or near capacity. BART also does not run all the way down the peninsula. Sometimes there are back-of-the envelope proposals to build a second BART tunnel under the bay, but this idea should be weighed against another idea. Rather than build a second BART tunnel to Oakland, how about a joint Amtrak California/Caltrain tunnel under the bay, and creating a true Grand Central Station of the West at Transbay? Let’s punch through the dead end currently planned for the east end of the Transbay Terminal “train box” and truly connect Northern California by rail.

This does not need to be high-speed rail, but rather the conventional, off-the-shelf electric rail already planned for Caltrain, of the variety that operates in the Northeastern US and much of Europe — efficient, high capacity trains that can travel 100-120 mile per hour comfortably and safely. In conjunction with a new transbay rail tunnel, the Capitol Corridor should be electrified and right of way captured from the freight railroads. One could take an electrified “baby bullet” from San Jose, through San Francisco, and continue to the East Bay and Sacramento. As Caltrain is electrified to the south, let’s also electrify the Altamonte Commuter Express trains, bring them across a rebuilt Dumbarton Bridge, and run high-frequency rail service into the new Transbay Terminal.

Understanding that this will take time to build, in the short term the Bay Bridge should be reconfigured to have bus-only lanes (and a bicycle lane on the bottom deck of the west span) and a greatly expanded AC Transit service that can relieve the looming BART crowding to the East Bay.

How to pay for these transbay dreams? A transbay rail project could get funding from Amtrak and other federal sources, requiring our congressional delegation to work for it. The state gasoline tax or eventual carbon taxes, and revenue from tolling Bay Area freeways, should be in the mix. The 101 and 280 should be tolled as well as the Caldecott Tunnel and I-80 in the East Bay, with revenue directed at electric rail in the long term and regional buses short term. And while people are talking about reforming Proposition 13 to end the artificially low property taxes on commercial land, let’s remember that transit — whether Muni, BART, or Caltrain — brings massive value to commercial property owners. They should be realistically expecting to pay in. In short, there are possibilities and ways to do this.

Here’s one small additional idea for raising seed money: In the wake of the Google bus controversy, the SFCTA, SFMTA, SF Planning Department, and City Attorney’s Office should assemble a crack team of California Environmental Quality Act experts and send them (on Caltrain and bike share!) down to comment on every large-scale suburban office project proposed in Silicon Valley. For example, Mountain View, where Google has its campus, is effectively displacing part of its transportation and housing responsibility to San Francisco.

As part of the CEQA mitigation for these suburban office projects, San Francisco ought to be demanding that Google/ Mountain View contribute to paying for the Transbay Terminal and electrifying Caltrain (a separate fund would be directed to affordable housing as mitigation for displacement). This is a similar line of reasoning to the May 1 lawsuit against the Google bus pilot, but it draws in those responsible for the poor planning in suburban sprawl. Regardless, the city ought to take a look at a CEQA mitigation angle for addressing the impacts these suburban decisions are having on the city.

 

PRAYING FOR ENLIGHTENMENT

One last point about transit finance: I sure hope Mayor Ed Lee, his political advisors, and all those religious ministers who complained about paying for metered parking on Sundays (see “Politics over policy,” April 22) have a plan to advocate for the November ballot proposals to help finance Muni.

They sold out sustainable transit advocates, their biggest ally on the November ballot initiatives, and have offered no rational explanation for their strategy, just an emotional hunch that somehow some people can’t cope with Sunday metering, and that making it free again will convince them to support increased public transit funding.

I imagine there is a well-thought-out campaign strategy, whereby every Sunday between now and November, the mayor is visiting all the churches in the city, and cajoling the ministers to use their pulpits to enthusiastically preach the merits of increasing the vehicle license fee (as well as approving a related general obligation bond).

After all, the VLF is a progressive tax — the more expensive your car, the more you pay. The older and cheaper your car, the less you pay. And bringing in $73 million annually would contribute to making God’s green earth cleaner, and help transport God’s children safely to work and on their errands. Praise the Lord and free parking on Sunday! Amen.

Street Fight is a monthly column by Jason Henderson, a geography professor at SF State and the author of Street Fight: The Politics of Mobility in San Francisco.

Political power play unseats SF Police Commissioner

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Police Commissioner Angela Chan fought the federal government as they unjustly tried to deport undocumented San Franciscans who were guilty of no crimes, and won. She fought to arm the SFPD with de-escalation tactics instead of Tasers, and won again.

But at the April 30 Board of Supervisors meeting, Chan lost. The board denied her reappointment to the Police Commission, and seven supervisors voted to appoint her opponent, Victor Hwang, instead.

The decision came after heated backdoor politicking by Chinatown political leader Rose Pak, insiders told us. Politicians involved would only speak on background, for fear of reprisal from Pak, yet indicated that Pak felt Chan did not consult often enough with Chinatown interests and focused too broadly on issues of concern to other communities.

Chan gained national recognition for her work against Secure Communities, challenging a provision that allows U.S. Immigration and Customs Enforcement to call for illegal holds of undocumented persons they’d later like to deport. Pak came out swinging against Chan in the wake of those battles, we were told.

“It’s a sad day for the immigrant rights movement when a strong leader cannot be reappointed,” Sup. Eric Mar said just before the vote.

After Sup. Katy Tang introduced the motion to strike Chan’s name from the appointment, and replace it with Hwang’s, other supervisors noted the obvious elephant in the room — there was not only one vacant seat on the police commission, but two.

Supervisor John Avalos suggested the Board of Supervisors make a motion to request the mayor appoint Hwang himself, allowing for both Chan and Hwang to be appointed.

But Board of Supervisors President David Chiu said he’d asked Mayor Lee that very question to no avail. “It is not something that will happen,” he said. “It is not the practice of the mayor to solve difficult decisions of the board. It’s up to us.”

Sups. Mark Farrell, Scott Wiener, Malia Cohen, London Breed, Jane Kim, Tang and Chiu voted to strike Chan’s name from the appointment, and to vote to appoint Hwang instead. (Joe Fitzgerald Rodriguez)

LAWSUIT FILED TO HALT TECH SHUTTLE PILOT

The road to regulating Google Buses has a new pothole: a lawsuit.

A lawsuit filed in San Francisco Superior Court May 1 demands the San Francisco Municipal Transportation Agency’s commuter shuttle pilot program be put on hold while a full environmental review is conducted under the California Environmental Quality Act.

“We know that these buses are having devastating impacts on our neighborhoods, driving up rents and evictions of long-time San Francisco residents,” said Sara Shortt, executive director of the Housing Rights Committee of San Francisco and one of the lawsuit petitioners. “We’ve protested in the streets and taken our plea to City Hall to no avail. We hope to finally receive justice in a court of law.”

The suit was filed against the City and County of San Francisco, Mayor Ed Lee, the Board of Supervisors, the SFMTA, Google, Genentech, Apple, and a handful of private transportation providers. It alleges the tech shuttle pilot project is in violation of the California Vehicle Code, which prohibits any vehicle — except common carriers (public buses) — to pull into red zones that are designated as bus stops. It also alleges the city abused its discretion and violated the CEQA by exempting the Shuttle Project from environmental review. (Joe Fitzgerald Rodriguez)

ILLEGAL ANTI-CAMPOS FLYERS TARGETED IN ETHICS COMPLAINT

Several San Francisco neighborhoods over the last week have been targeted with illegal campaign flyers against Assembly candidate David Campos — breaking both state election laws requiring the group and its funding source to be identified and local laws against placing political flyers on utility poles and other surfaces.

Former Ethics Commission Eileen Hansen this week filed a complaint about the guerilla campaigning with the California Fair Political Practices Commission, which has jurisdiction over state races.

“I am asking for the intervention of your office into what appears to be a blatant and arrogant violation of campaign finance reporting and disclosure laws in California’s 17th Assembly District Primary Election,” Hansen wrote in the April 30 letter. “As you well know, the political climate in San Francisco is quite sensitive, and nerves are raw. If this violation is allowed to continue, it will have a chilling effect on the entire election and further alienate voters, and potential voters.”

The race between Campos and David Chiu has indeed gotten more heated in recent weeks, but Chiu campaign manager Nicole Derse denies that the campaign has any knowledge or involvement with the illegal campaigning: “We think everyone in this race should be transparent.”

In her letter, Hansen casts doubt on the Chiu campaign’s claims of innocence: “The wide distribution, professional design, and overnight appearance in distant locations strongly suggest that these flyers have been produced and distributed by a funded political organization aligned with Assembly candidate David Chiu, whose aim is to attack and discredit Chiu’s opponent David Campos.”

And she even identifies a leading suspect in this illegal campaigning: Enrique Pearce and his Left Coast Communications firm, which has a history of dirty tricks campaigning on behalf of Mayor Ed Lee and other establishment politicians. Hansen notes that the flyers appeared right after the registration of a new campaign committee, San Franciscans for Effective Government to Support David Chiu. Although the group hasn’t reported any fundraising yet, its contact phone number goes to Left Coast Communications and Pearce, who hasn’t yet returned our calls on the issue.

This campaign stunt in reminiscent of an “independent expenditure” effort in the District 6 supervisorial race in 2010, when Pearce was connected to a mailer supporting Sup. Jane Kim that was funded partially by Willie Brown, again because the supposedly independent group listed his phone number even though he was worked directly for Kim.

The anti-Campos mailers include some nasty and misleading charges, labeling Campos “City Hall’s Hypocrite” by falsely claiming Campos ignored rising evictions until he decided to run for the Assembly and that he was concerned about Google buses but wanted to charge them less than $1 per stop. A third flyer claims Campos “lets wifebeater sheriff keep his job” for his vote against removing Sheriff Ross Mirkarimi from office for official misconduct.

“This is a secretly funded shadow organization aligned with David Chiu, committing a desperate move that is as illegal and it is false in its claims,” Campos told us, saying he hopes the FPPC is able to stop and punish those involved. (Steven T. Jones)

SUPES CALL FOR INCREASED YOUTH FUNDING

José-Luis Mejia says he’s seen a little bit of everything in his work with transitional-age youth.

A few have died suddenly; others wound up incarcerated. Then there are those who beat the odds by attending top-level universities, opening up their own businesses, or dedicating themselves to public service.

As associate director of Transitional Age Youth San Francisco, Mejia was part of a grassroots coalition that has been working for about two years on crafting a measure that aims to increase funding for youth programs, seeking to give a boost to transitional-age youth services in particular.

It culminated with the April 30 introduction at the Board of Supervisors of a suite of new proposals to support youth programs, including a pair of charter amendments that will appear on the November ballot.

An amendment sponsored by Sup. John Avalos would renew the existing Children’s Fund, renaming it the Children and Youth Fund, and increasing the property-tax set-aside that supports it from three cents per $100 of assessed valuation to five cents. Funding would be designated for programs set up to aid “disconnected transitional-aged youth,” including homeless or disabled youth, unmarried parents, those who identify as LGBTQ or are aging out of foster care, and other specified categories. The amendment would also create a Commission on Children, Youth, and Their Families, to oversee the Department of Children Youth and their families. A second charter amendment would extend the Public Education Enrichment Fund (PEEF), another source of funding for youth programs.

Avalos has strong support on the Board, but the mayor’s office has reportedly been pressuring supervisors not to support Avalos’ measure.

“As we all know, San Francisco is experiencing incredible economic activity,” Avalos noted April 30. “We’re experiencing growth and speculation that is lifting many boats, but not lifting all boats. And some of the people who are not doing so well are children and families.”

The Children’s Fund, and PEEF currently set aside over $100 million for children and youth in San Francisco. The funding sources would sunset if action were not taken to extend them. (Rebecca Bowe)

 

Alerts: May 7 – 13, 2014

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THURSDAY 8

 

12th Annual Human Rights Awards

Palace of Fine Arts, 3301 Lyon, SF. www.humanrightsaward.org. 6-8:30pm, $115. Each year, the Human Rights Awards honors the inspiring individuals and organizations who create radical change and real democracy. This year, we are honoring the 50 year anniversary of the Freedom Schools, anti-GMO activist María Estela Barco Huerta, and the Cuban Five, Cuban intelligence agents arrested in the United States while infiltrating anti-Castro organizations openly plotting attacks against the Cuban people. The evening will feature dining, dancing, and a presentation of the awards.

 

 

Wise Latinas: Writers on Higher Education

Modern Times Bookstore, 2919 24th St., SF. www.moderntimesbookstore.com. 7-9pm, free. For some Latinas, college, where they are vastly underrepresented, is the first time they are immersed in American culture outside their homes—and where the values of two cultures often clash. Wise Latinas: Writers on Higher Education is an anthology exploring this experience. This event will feature four Bay Area based contributors to anthology — Blanca Torres, Ingrid Rojas Contreras, Erika Martinez and Yalitza Ferreras. Join us to hear more about the anthology and a discussion.

 

FRIDAY 9

 

Dirty Energy, Clean Solutions: Climate Conference 2014

Unitarian Universalist Church, 1187 Franklin, SF. www.350bayarea.org. 7-9:30pm, $30 or $23 for students. Friday night will be the kick-off event for a three day interactive conference that will feature activists and leading scientists addressing technical and political climate topics in the Bay Area and beyond. Topics to be addressed include fracking, fossil fuels, and clean energy solutions, plus workshops and training sessions on how to live green. Expert scientists and activists will present cutting-edge information that will significantly raise our effectiveness as climate activists.

 

SATURDAY 10

 

Public Update and Open House on Ocean Beach Projects

County Fair Building, 1199 9th Ave., SF. www.spur.org. 9am-12pm, free. The Ocean Beach Master Plan, a vision for San Francisco’s western coast, recommends ways to improve coastal access, restore ecological function and protect critical infrastructure in the face of chronic erosion and sea level rise. Three projects — addressing coastal management, transportation, and open space — are currently underway to carry those recommendations forward. The project teams will be on hand to discuss their work and get your ideas and feedback.


TUESDAY 13

Examining Racial Equity in SF Education

California Historical Society, 678 Mission, SF. brownvboardat60.eventbrite.com. 5-8pm, free. Join the San Francisco Human Rights Commission, the Lawyers’ Committee for Civil Rights, the University of San Francisco School of Education and Coleman Advocates for Children and Youth for a conversation honoring the 60th Anniversary of the Brown v. Board of Education court decision. The event will focus on the continuing legacy of Brown v. Board of Education and the successes and continued challenges of achieving racial equity in the San Francisco schools. The evening will include historical context, student reflections, and an interactive panel discussion.