Transportation

Moving the bike plan forward

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EDITORIAL It’s an odd year for Bike to Work Day: San Francisco is in the middle of an ambitious plan to improve the city’s bicycle infrastructure — and it’s utterly stalled. The city can’t add a single new bike rack, can’t add a single bicycle route sign, can’t take a single step to improve bike safety, and can’t move forward on any of the 60 projects that are in the hopper. Every single transportation improvement that involves bicycles is on hold for at least a year.

For that you can thank Rob Anderson, a dishwasher and blogger who thinks bikes are unsafe in the city and recently wrote on his blog that "if the Bike Nut Community (BNC) gets its way on city streets, traffic in the city will be made unnecessarily worse for everyone, with more air pollution as a result, as motorized traffic idles in traffic jams, squeezed into fewer lanes after the BNC creates bike lanes by eliminating traffic lanes and street parking."

The lone antibike nut filed a lawsuit claiming that the city’s bicycle plan lacked adequate environmental review, and in a departing slap at San Francisco, Judge James Warren signed off on an injunction blocking all bike improvements just before he retired. Now the city has to complete its entire plan — at least another year’s work — then complete an environmental impact report (EIR) on it, and then return to court to get the injunction lifted. It’s costing money and time, and it’s making it harder for what should be a safe, healthy, pollution-free method of transportation to pick up more adherents in what ought to be the nation’s most bike-friendly city.

But there’s not a lot anyone can do about Anderson and his pro-car crusade (yes, he says very clearly on his blog, district5diary.blogspot.com, that he’s pro-car and that "cars are a great invention, and they are here to stay"). In another year a judge will toss out this ridiculous injunction, and the city can get on with its planning.

But it’s critical right now that city hall not sit back and wait. The bicycle plan needs to be funded, and the project planning needs to continue moving forward at full speed, so that when the EIR is completed and the city is allowed once again to implement new programs, the projects will be ready to go. This lunatic lawsuit shouldn’t give Mayor Gavin Newsom an excuse to defund bicycle programs for the next year.

The truth is, thousands of additional people have begun to ride bikes to work over the past few years, and that’s had nothing but a positive impact on the environment. Bikes can and should be a central part of the city’s transportation infrastructure. That’s the lesson for Bike to Work Day. *

Out of downtown

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› steve@sfbg.com

It wasn’t going well for Ted Strawser, predictably. The alternative transportation activist faced an uphill battle March 14 trying to convince a San Francisco Chamber of Commerce committee to endorse Healthy Saturdays, a plan to ban cars from part of Golden Gate Park.

Representatives of the park’s museums and Richmond District homeowners had just argued their case against the measure. “Visitors want access to our front door, and we want to give it to them,” Pat Kilduff, communications director for the Fine Arts Museums of San Francisco, indignantly told the group of two dozen business leaders gathered around a large conference table.

Strawser gave it his best shot: he talked about following the lead of other great cities to create car-free spaces; he said, “Golden Gate Park is one of the best parks in the nation, if not the world”; and he made a detailed case for closure. But around the table there were scowls, eye rolls, and other obvious signs that Strawser was being tolerated, not welcomed. Some — including chamber vice president Jim Lazarus — even started to interrupt and argue with him.

Then the man sitting next to Strawser spoke up. “I don’t think this is fair,” he said. And suddenly, everyone in the room shaped up. Strawser’s ally — his only supporter in the room — was somebody no chamber member could or would dismiss. Warren Hellman doesn’t shout or bang the table — but when he speaks, downtown pays attention.

Hellman, a prominent investment banker, told the committee members that he expected them to show the same respect for Strawser that they had for the previous two speakers. The nonsense ended, immediately.

And by the time Strawser turned the floor over to Hellman, the mood had changed. The group listened raptly, smiled, and nodded as Hellman spoke in his usual folksy, familiar, disarming style.

“It’s not a lot of fun when friends fall out,” he began, “because the previous speakers and many of you all agreed on the necessity of the garage [that was built in Golden Gate Park], and we worked together.”

He pointed out that many in the group had promised during the fall 2000 election to support Healthy Saturdays once the garage was built, although Hellman was now the only member of the coalition honoring that commitment. But he didn’t chide or shame his colleagues. That isn’t Hellman’s style.

Instead, he spoke their language. The garage has never been full and needs the money it can charge for parking to repay the bonds. This isn’t a fight that’s going away, since “part of the conflict is because this park is everybody’s park.” But there are “about 100 compromises not acceptable to either side that would move this forward.” And if a solution can’t be found, there will probably be an expensive ballot fight that nobody wants.

“My conclusion is we should attempt this test,” Hellman told the group. Ultimately, when the vote was later taken in secret, the chamber didn’t agree, although it did vote to back a trial closure after the California Academy of Sciences reopens next year.

At the meeting, Hellman openly called for Mayor Gavin Newsom to get involved in seeking a compromise, something Hellman said he had also just requested of the mayor at a one-on-one breakfast meeting. A couple of weeks later Newsom — who had already indicated his intention of vetoing the measure — did broker a compromise that was then approved by the Board of Supervisors.

As usual, Hellman didn’t take credit, content to quietly play a role in making San Francisco a better place.

Healthy Saturdays isn’t the most important issue in local history — but the significance of Hellman’s involvement can’t be underestimated. His alliance with the environmentalists and park advocates might even signal a sea change in San Francisco politics.

Warren Hellman represents San Francisco’s political and economic past. And maybe — as his intriguing actions of recent years suggest — its future.

This guy is a rich (in all senses of the word) and compelling figure who stands alone in this town. And even though his leadership role in downtown political circles has often placed him at odds with the Guardian, Hellman consented to a series of in-depth interviews over the past six months.

“Our family has been here since early in the 19th century, so we had real roots here,” Hellman told us. His great-grandfather founded Wells Fargo and survived an assassination attempt on California Street by a man who yelled, “Mr. Hellman, you’ve ruined my life,” before shooting a pistol and barely missing.

The Hellman family has been solidly ruling class ever since, rich and Republican, producing a long line of investment bankers like Warren.

Yet the 72-year-old comes off as more iconoclast than patrician, at least partly because of the influence of his irreverent parents, particularly his mother, Ruth, who died in 1971 in a scuba-diving accident in Cozumel, Mexico, at the age of 59. “She was entirely nuts,” Hellman said, going on to describe her World War II stint as a military flier in the Women’s Auxiliary Service Pilots and other colorful pursuits. “She just loved people, a little like I do. She collected people.”

Hellman grew up wealthy and cultured, but he also attended public schools, including Grant Grammar School and Lowell High School. In between, the young troublemaker did a stint at San Rafael Military Academy — “reform school for the rich,” as he called it — for stunts such as riding his horse to Sacramento on a whim.

After doing his undergraduate work at UC Berkeley, Hellman got his MBA from Harvard and went on to become, at the age of 26, the youngest partner ever at the prestigious Manhattan investment firm Lehman Bros. He developed into an übercapitalist in his own right and eventually returned home from New York and founded Hellman and Friedman LLC in San Francisco in 1984, establishing himself as the go-to financier for troubled corporations.

“He is really one of the pioneers of private equity,” said Mark Mosher, a longtime downtown political consultant and the executive director of Gov. Arnold Schwarzenegger’s California Commission on Jobs and Economic Growth, on which Hellman sits.

Hellman became what Business Week called “the Warren Buffett of the West Coast,” a man of extraordinary wealth and power. Among other accomplishments, Hellman took Levi Strauss private, recently made billions of dollars in profits selling DoubleClick to Google, and manages the assets of the California public employee retirement funds (CalPERS and CalSTRS), which are among the largest in the world.

Like many financial titans, Hellman has always been a generous philanthropist, giving to the arts, supporting schools in myriad ways, and funding the San Francisco Foundation and the San Francisco Free Clinic (which his children run). He vigorously competes in marathons and endurance equestrian events, often winning in his age bracket. And he has his humanizing passions, such as playing the five-string banjo and creating the popular Hardly Strictly Bluegrass festival.

But he’s also been a prime facilitator of downtown’s political power, which regularly flexes its muscle against progressive causes and still holds sway in the Mayor’s Office and other city hall power centers.

Hellman founded, funds, and is a board member of the Committee on Jobs, which is perhaps the city’s most influential downtown advocacy organization. Hellman and his friends Don Fisher, the founder of the Gap, and Sen. Dianne Feinstein also started SFSOS, which now wages the most vicious attacks on left-of-center candidates and causes.

When the de Young Museum and other cultural institutions were threatening to leave Golden Gate Park, Hellman almost single-handedly had an underground parking garage built for them, in the process destroying 100-year-old pedestrian tunnels and drawing scorn from the left. The Guardian called it “Hellman’s Hole.”

“We at the Bike Coalition very much started out on the opposite side of Warren Hellman,” San Francisco Bicycle Coalition executive director Leah Shahum told us. “We couldn’t have been more like oil and water on the garage issue.”

But over the past two years or so, Hellman’s profile has started to change. He went on to become an essential ally of the SFBC and other environmentalists and alternative transportation advocates who want to kick cars off JFK Drive in Golden Gate Park on weekends, crossing the downtown crowd in the process. He has shared his wealth with progressive groups such as Livable City, which often fights downtown, and has stuck up for edgy fun seekers over more conservative NIMBY types. He has also publicly repudiated the attacks of SFSOS and its spokesperson, Wade Randlett, and withdrawn his support from the group.

Hellman is still a Republican, but a thoughtful and liberal-minded one who opposed the Iraq War and wrote an article for Salon.com in February titled “If the United States Were a Company, Would George Bush Be Our CEO?” (His answer: hell no.) And to top it all off, Hellman sports a few tattoos and even attended 2006’s Burning Man Festival and plans to return this year.

Unguarded and reflective, Hellman’s comments to the Guardian foreshadow the possible future of capitalism and influence in San Francisco and point to potential political pathways that are just now beginning to emerge.

Our first conversation took place at the Guardian office two weeks before the November 2006 election, when it was starting to look like Nancy Pelosi had a good shot at becoming speaker of the House of Representatives.

“I think this election in two weeks is going to be really interesting,” Hellman told us.

This Republican was cheering for the Democrats to win. “They aren’t my kind of Republicans,” he said of the people in power. Hellman didn’t support the war or approve of how the Bush administration sold it, and he wanted Pelosi and the Democrats to hold someone accountable.

“What I’d like her to do is admit that we can’t get out [of Iraq immediately], but start to talk about what the fallout has been. Discuss the enormous cost in human life as well as money, and how it’s possible the war united the Middle East against us,” Hellman said.

The one thing he can’t abide is disingenuousness. Hellman speaks plainly and honestly, and he asked us to keep particularly caustic comments off the record only a few times during almost six hours’ worth of interviews. He was self-effacing about his political knowledge and seemed most interested in working through the problems of the day with people of goodwill.

Asked what he values most in the people he deals with, Hellman said, “It’s authenticity. Do they believe things because they believe in them, or do they believe in things because they’re cynical or they’re just trying to gain something?”

Locally, Hellman has reached out to people with varying worldviews and come to count many friends among those who regularly battle against downtown.

“I love to know people,” he said. “That’s probably the single thing that motivates me. When someone says to me, ‘How can you be friends with [then–head of SEIU Local 790] Josie Mooney?’ I say, ‘Look, I want to know Josie Mooney. And if she’s awful, then we won’t be friends.’ I’m just fascinated by getting to know people. And virtually always, they’re a little like Wagner operas: they’re better than they sound.”

Hellman was the chair of the Committee on Jobs when he got to know Mooney, who chaired the San Francisco Labor Council and was a natural political adversary for the pro-business group, particularly when Hellman was leading the fight to do away with the city’s gross receipts tax, which has proved to be costly for the city and a boon for downtown.

But after that victory, Hellman turned around and cochaired a campaign with Mooney to retool and reinstate the gross receipts tax in a way that he believed was more fair and helped restore the lost revenue to the city.

“We lost, but he put $100,000 of his own money into that campaign,” Mooney told us, noting that the proposed tax would have cost Hellman and Friedman around $70,000 a year. “I think he just thought the city needed the money. It was a substantive point of view, not a political point of view.”

Mooney considers Hellman both a friend and “an extraordinary human being…. He has made a huge contribution to San Franciscans that doesn’t relate to ideological issues. A tremendous thing about Warren is he’s not ideological, even in his political point of view…. On politics, I’d say he is becoming more progressive as he understands the issues that confront ordinary people.”

Mooney is one of the people who have helped bring him that awareness. When they first met, Mooney said, Hellman told her, “You’re the first union boss I ever met.” That might have been an epithet coming from some CEOs, but Hellman had a genuine interest in understanding her perspective and working with her.

“In a sense, I think that was a very good era in terms of cooperation between the Committee on Jobs and other elements of the city,” Hellman said. “Josie and I had already met, and we’d established this kind of logic where 80 percent of what we both want for the city we agree on, and 20 percent [of the time, we agree to disagree].”

Committee on Jobs executive director Nathan Nayman — who called Hellman “one of my favorite people in the world” — told us that Hellman feels more free than many executives to be his own person.

“He’s not with a publicly held company, and he doesn’t have to answer to shareholders,” Nayman said. “He takes a position and lives by his word. You don’t see many people like him in his income bracket.”

Hellman has become a trusted hub for San Franciscans of all political persuasions, Nayman said, “because he’s very genuine. He’s fully transparent in a city that likes to praise itself for transparency. What you see is what you get.”

Hellman expects the same from others, which is why he walked away from SFSOS (and convinced Feinstein to bolt as well) in disgust over Randlett’s scorched-earth style. Among other efforts, SFSOS was responsible for below-the-belt attacks on Sups. Chris Daly, Jake McGoldrick, and Gerardo Sandoval (whom a mailer inaccurately accused of anti-Semitism).

“If all things were equal, I’d just as soon that SFSOS went away,” Hellman said. “SFSOS started doing the opposite of what I thought they would be doing, so it was fairly easy for me to part company with them. What I thought we were doing is trying to figure out ways to make the city better, not just being an antagonistic, nay-saying attack organization. I’m not a huge fan of Gerardo Sandoval, but I thought the attacks on him were beyond anything I could imagine ever being in favor of myself. And it was a series of things like that, and I said I don’t want anything more to do with this.”

Downtown, they’re not always quite sure what to make of Hellman.

“Every once in a while, he does things that irritate people who are ideologically conservative,” Mosher said. “He took an immense amount of heat for supporting the Reiner initiative [which would have taxed the rich to fund universal preschool].”

He’s given countless hours and untold riches to public schools, doing everything from endowing programs to knocking on doors in support of bond measures and often pushing his colleagues to do the same.

“My connection to him has been through the school district, and he’s really been a prince,” Sup. Tom Ammiano said. “He has even stopped calling me antibusiness. He put a lot of his energy into improving public education, and so he shows it can be done.”

Progressives don’t always agree with Hellman, but they feel like they can trust him and even sometimes win him over. “If you get a relationship with him and you’re always honest about the facts and your own interests, he will listen, and that’s pretty remarkable,” Mooney said. “He shows a remarkable openness to people who have good ideas.”

His appreciation for people of all stripes often causes him to reject the conventional wisdom of his downtown allies, who viciously attacked the Green Party members of the Board of Education a few years ago.

“Everybody said, ‘Oh my god, Sarah Lipson, you know, she’s a Green Party member, she’s the furthest left-wing person on the board,’ blah, blah, blah,” he said. “And I phoned her up one day and said, ‘I’d really like to meet you.’ And she’s — leave aside the fact that I think she’s a very good person as a human being, but she’s a very thoughtful, analytic person. Listening to her opinions about things that are happening in the school district, I really respect that. I mean, what do I know about what’s going on in the school district? I know more now than I did then. But just getting to know people, and maybe get them to understand my point of view, which isn’t that penetrating.”

Many of his efforts have received little publicity, as when he saved the Great American Music Hall from closure by investing with Slim’s owner Boz Scaggs and helping him buy the troubled musical venue. “There are things that you and I don’t even have a clue that he has done,” Nayman said.

“He’s an interesting guy,” Mosher said. “He’s one of a dying breed, a liberal Republican. He has a social conscience and wants to use his money to do good.”

Actually, calling Hellman liberal might be going too far. In the end, he’s still very much a fiscal conservative. He doesn’t support rent control, district elections for the Board of Supervisors, taxing businesses to address social problems such as the lack of affordable health care, or limits on condo conversions.

He also opposes the requirement that employers provide health care coverage, which downtown entities are now suing the city to overturn, telling us, “In general, I don’t think it’s a good idea, because I’m still, even in my aging years, a believer that the marketplace works better than other things…. Universal health care I do believe in, but what I worry is that it’s going to be another damned bureaucracy and that it’s not going to work.”

Yet he doesn’t believe wealth is an indicator of worth, saying of his fortune, “It is luck. Most of what you do you aren’t better at than everyone.”

He doesn’t believe in the law of the jungle, in which the poor and weak must be sacrificed in the name of progress. In fact, he feels a strong obligation to the masses.

As he told us, “My mantra for capitalism — and I didn’t invent this, but I think it’s pretty good — is that capitalism won, and now we need to save the world from capitalism.”

Hellman looms large over downtown San Francisco. His Financial District office offers a panoramic view of the Bay Bridge, Treasure Island, the Ferry Building, and the rest of the city’s waterfront. He likes to be personally involved with his city and the companies in which Hellman and Friedman invests.

“Usually I’m directly involved,” he told us in an interview earlier this year. “I’ve always said that I don’t like to go to the racetrack to just look at the horses. The fun of being a principal is that you’re standing at the track and not saying, ‘Gee, that’s a beautiful gray horse.’ You’re saying, ‘Come on, he’s got to win!’ So I’m almost always invariably invested in the companies that we work with, either individually or through the firm.”

Unlike many Wall Street barons who strive to control a company and bring in new executives, flip it for a quick profit, or liquidate it, Hellman said his firm tries to identify solid companies and help facilitate what they do. “We don’t usually take over companies. I always think that we provide a service to help the businesses,” he said. “Our job is kind of the opposite of owning a factory. Our job is to be sure the people who run the business feel like it’s their business.”

Similarly, he thinks capitalists need to feel a sense of ownership over society’s problems, something he thinks is taking root in San Francisco and other economic centers, particularly among the younger generations. “It’s about understanding how much suffering there is on the other side and trying to figure out how that suffering can be alleviated,” he said. “I think it’s partly good economics that as you bring people up, they’re able to do more for society. If nothing else, they’re able to buy more and shop at a Wal-Mart or something — probably someplace you would wildly disapprove of — and buy goods and services. But I don’t think it’s that narrow.”

Rather, he believes that everyone has a little progressive in them, a little desire to cooperatively solve our collective problems rather than pass them off to future generations. He sees a marked change from his days at Lehman Bros.

“Everybody was into making it,” he said, noting that many capitalists then did charity work as a means of attaining social status but focused mostly on the accumulation of wealth. But, he said, the new generation of capitalists seems genuinely interested in improving the world.

“The feeling for giving back in the next generation, in the now 25- to 35-year-olds, it’s just an order-of-magnitude difference than it was for people who are now in their 40s and early 50s,” Hellman said. “I’m very encouraged.”

Yet the flip side is that, in Hellman’s view, downtown doesn’t wield as much power as it once did. Low political contribution limits have made politicians less dependent on downtown money, creating fewer shot callers, while democratizing tools such as the Internet have broadened the political dialogue.

“For the last 30 years we have become an increasingly tolerant city, and that’s great,” he said. “In the old days, [the Guardian] complained about downtown, and yeah, no shit, downtown really did control the city. The benefit was as that slipped away, the city became fairer and more open to argument. So now downtown hardly has any power at all anymore. In a sense, that’s a good thing. Tolerance grew tremendously when the city wasn’t dictated to.”

That tolerance caused street fairs to pop up all over town and festivals such as Hellman’s Hardly Strictly Bluegrass to blossom in Golden Gate Park. Bike lanes have taken space from cars, events such as Halloween in the Castro have gotten crazier, street protests have gotten bigger and more frequent, and people have felt more free to fly their freak flags. And all that freedom eventually triggered a backlash from groups of isolated NIMBYs who complain and often find sympathetic ears at city hall.

“Sometimes you get the feeling in this city that in the land of the tolerant, the intolerant are king,” said Hellman, whose festival has endured noise complaints even though the music is shut off by 7 p.m. “There is a continuing pressure to do away with fun, because fun is objectionable to someone, [but] we need to think about not creating a new dictatorship of a tiny group of people whose views are not in line with the opinion of most of the people of San Francisco…. You should try to balance the good of a lot of people versus the temporary annoyance of a few people.”

Preserving fun and a lively urban culture is a personal issue for Hellman, who plays the five-string banjo and calls his festival “the most enjoyable two days of the year for me.” He helps draw the biggest names in bluegrass music and acts like a kid in a candy shop during the event.

“I feel very strongly that an important part of our culture is built on the type of music and type of performance that goes on at Hardly Strictly Bluegrass,” Hellman said. From parables set to music to songs of struggle and the old union standards, “that kind of music is the conscience of our country.”

He considers bluegrass a vital and historically important form of political communication, more so than many of the upscale art forms that the rich tend to sponsor. “I’m glad that we have first-rate opera, but it’s equally important that we foster the kind of music, lyrics, etc., that support all this,” he said. “Somebody once said that most of the great Western philosophy is buried in the words of country songs. And that’s closer to the truth than most people think. A big passion of mine is to try to help — and people have defined it too narrowly — the kinds of music that I think have a hell of a lot to do with the good parts of our society.”

Perhaps surprisingly for a Republican venture capitalist from the older generation, Hellman also considers the countercultural freaks of San Francisco to be some of the “good parts of our society.” That’s why he attended Burning Man for the first time last year and why, he said, he loved it, as much for the culture and community as for the art.

“I went to Burning Man because as much as possible I want to experience everything,” he said. “I want to just see directly what it’s like. I knew I’d enjoy it. I never doubted that. But what really overwhelmed me is it was 40,000 people getting along with each other. I mean, it’s pretty intense. There were dust storms and the world’s most repulsive sight: nude men over 70 just dangling along. But I never saw an argument. It was 40,000 people just enjoying each other.”

It was most striking to Hellman because of the contrast with the rest of society. As he said, “I’ve never seen this country so divided.”

While Hellman supports Schwarzenegger — calling him “a good advertisement to California” — he has nothing good to say about his fellow Republican in the Oval Office. He calls Bush’s tenure “an absolute four-star disaster.” The invasion of Iraq is the most obvious problem, he said. “Our war policy has slowly veered from being ‘Don’t tread on me’ to we’re going to jump on your neck.”

But his antipathy to certain aspects of the Republican Party began even earlier, when the religious right began to take over.

“I thought we were not that polarized during the Clinton administration. I was somewhat encouraged,” Hellman said. “Maybe there was an undercurrent of strident religious behavior or strident conservatism, but not the conservatism that I think the Republican Party used to stand for, which was fiscal conservatism instead of social conservatism. Somehow, there was this angst in this country on the part of religious people who I guess felt this country was being taken away from them, and they were the kind of stalwart or underpinnings of society. And they took it back.”

But in the wake of that disaster, Hellman thinks, there is an opportunity for reasonable people of goodwill to set the future political course. As Nayman said of Hellman, “He does believe there is a middle way pretty much all the time.”

Politically, that’s why Hellman gravitates toward the moderates of both major parties, such as Schwarzenegger and Newsom. He looks for people who will marry his economic conservatism with a regard for things such as environmentalism and social justice.

“It’s very tough to be a big-city mayor,” Hellman said. “[Newsom is] probably the best mayor we’re entitled to. He’s got this fantastic balancing act.”

Hellman said downtown hasn’t been terribly happy with Newsom for supporting striking hotel workers, getting behind Ammiano’s health insurance mandate, supporting tax measures, and generally letting the Board of Supervisors set the city’s agenda for the past two years.

“Their measure is he has 80-percent-plus popularity, and he ought to spend some of it. Well, they might not agree with what he would spend it on. And he’s been unwilling to spend very much of it. In some parts of the business community there is disappointment with him, but I don’t think that’s right. He didn’t hide what he would be like.”

What Newsom said he would be — a big reason for his popularity — is a mayor for the new San Francisco, a place where the city’s traditional economic conservatism has been tempered by a greater democratization of power and an ascendant progressive movement that expects its issues to be addressed.

“I don’t like people who are intolerant,” Hellman said. “I don’t like people that are telling you something to get some outcome that, if you understood it, you probably wouldn’t want. I like people that are passionate.”

Asked, then, about Sup. Chris Daly, the nemesis of downtown and most definitely a man of strong political passions, he said, “I admire Chris Daly. I disagree with Chris on a lot of things he believes, but there are also probably a lot of things I would agree with Chris on. And I respect him.”

Hellman is the rare downtown power broker who wants to bridge the gap between Newsom — whom he calls a “moderate to conservative establishment person” — and progressives such as Daly, Mooney, and the Bicycle Coalition. The middle ground, he said, is often a very attractive place, as it was with Healthy Saturdays.

“I’m sure you spend time in the park on Sunday, and it’s a hell of a lot nicer in there on Sundays than Saturdays,” Hellman said. But even more important to him, this is about integrity and being true to what Golden Gate Park garage supporters promised back in 2000.

“They were proposing Saturday closing at that time, which I’ve always thought was a good idea,” he said. “And we made a commitment to them, or I thought we made a commitment to them, that let’s not have Saturday closure now, but as soon as the garage was done, we’d experiment with Saturday closure.”

We brought up what Fine Arts Museums board president Dede Wilsey has said of that pledge, that it was under different circumstances and that she never actually promised to support Saturday closure after the garage was completed.

“There’s a letter. She put it in writing,” he said of Wilsey. “She signed a letter on behalf of the museums saying that when the de Young is done, we should experiment with Saturday closings.”

The Bike Coalition’s Shahum said that even when Hellman was an enemy, he was a reasonable guy. But it’s in the past couple of years that she’s really come to appreciate the unique role he plays in San Francisco.

“He showed decency and respect toward us,” she said. “We never saw him as a villain, even though we disagreed completely. Later he really stepped up and has been a leader on Healthy Saturdays. And what I was most impressed with is that he was true to his word.”

Supervisor McGoldrick, who sponsored the measure, echoed the sentiment: “Hellman was certainly a man of his word who acted in a highly principled way.”

So why does Hellman now stand apart from the downtown crowd? Has he parted ways with the economic and cultural power brokers who were once his allies?

No, he said, “I think they parted ways with me.” *

 

Stationary biking

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› steve@sfbg.com

This year’s Bike to Work Day, set for May 17, comes as San Francisco’s cycling network lies dormant in a court-imposed coma. The city isn’t allowed to make any physical improvements to promote safe bicycling until late next year at the earliest, more than two years after the injunction began. Yet that setback could be followed by the most rapid expansion of bike lanes in the city’s history.

At issue is the San Francisco Bicycle Plan and its stated goal of making "bicycling an integral part of daily life in San Francisco." City resident Rob Anderson and attorney Mary Miles don’t share that goal — particularly when it translates to taking lanes and parking spaces from cars — and they challenged the plan in court last year after it won unanimous approval from the Board of Supervisors and Mayor Gavin Newsom.

Ironically, this environmentally benign mode of transportation was attacked under the state’s landmark California Environmental Quality Act (CEQA), which requires detailed studies of projects that might have impacts on the environment and measures that can be taken to offset those impacts.

City officials and bike advocates were shocked last June when Judge James Warren — in his final ruling before his retirement — issued a sweeping injunction against bike projects in the city, which was upheld and reinforced when Judge Peter Busch heard the case in September.

The judges found that city officials had taken an impermissible shortcut around CEQA by claiming the bike plan was exempt from its strictures. As the plan was being developed, some bike advocates and city officials had called for more resources to be put into doing the detailed studies CEQA calls for, and that’s what now appears to be happening.

"The good thing about the lawsuit is it is forcing the city to do the traffic analysis that it should have done with the bike plan and it reveals the absurdity of our interpretation of environmental laws," Dave Snyder, the former executive director of the San Francisco Bicycle Coalition (SFBC), who is now a planner with the San Francisco Planning and Urban Research Association, told the Guardian.

Now city planners and consultants are preparing environmental impact reports (EIRs) on up to 60 proposed bike projects in the city, which will be queued up and ready to begin once the bike plan is approved. "The projects can be approved all at once," Snyder said.

At least, that’s what could happen if the city’s political leaders don’t lose their will to create a more bicycle-friendly city.

Oddly enough, it was the vague, feel-good nature of the plan that created all the problems.

Cities are required to have a bike plan, updated every five years, to qualify for certain state funding. San Francisco did its first plan in 1997, and in 2001 transportation officials and bike advocates set out to develop an updated version.

From the beginning, there were divisions between those who wanted to focus on completing the bike network with ready-to-go projects and those who wanted a more comprehensive and innovative plan laying out policies for education, enforcement, safety, new traffic models, integration with public transit, and everything else associated with cycling.

Responsibility for developing the plan was shared by the Metropolitan Transportation Authority (MTA), the San Francisco Planning Department, and the San Francisco Department of Parking and Traffic, with significant input from the city’s Bicycle Advisory Committee, the SFBC, and other groups. For reasons of expediency, the decision was made to focus on a relatively vague plan, one that made all sorts of high-minded statements and offered lofty goals.

The plan was presented as an effort to radically transform the roadways to make bicycling a more attractive option, but it didn’t include the detailed transportation analysis needed to support that effort — nor did it draw any conclusions about which car spaces to give over to bikes.

"The plan makes no decisions…. The plan has no measurable objectives anywhere in it," Snyder said, noting that the vague nature of the final product was the reason it was so uncontroversial. "Anytime anything passes unanimously, you know you didn’t ask for enough."

Andy Thornley was chair of the Bicycle Advisory Committee when work on the plan got under way and now serves as program director for the SFBC, which was heavily involved on outreach for the plan. SFBC officials were shocked by the injunction but said the city should have devoted more resources to the project.

"It was a logical outcome to the city’s undercommitment to the bike plan," Thornley said of the lawsuit. "There wasn’t the commitment from the mayor on down to doing this right."

"We had discussions about what it means that the plan doesn’t have any benchmarks," said Leah Shahum, executive director of the SFBC and a member of the MTA board. Sure, it had the goal of having 10 percent of all vehicle trips be by bicycle by the year 2010. "Only later did we realize that the 100 pages behind it didn’t support that goal."

MTA public affairs managers wouldn’t allow the Guardian to speak directly to Oliver Gajda, the main staffer on the bike plan then and now. They required questions in writing and answered the one about lack of city support for the initial plan by writing that "the court’s decision was not based on resource issues."

Newsom’s press secretary, Nathan Ballard, also resisted admitting that the city did anything wrong, responding in writing to a written question by saying, "Actually, the City moved forward drafting and implementing this bike plan quite ambitiously, even though there was a risk it would be challenged in court."

Yet it was clear to all involved that doing the traffic analysis and other work would have headed off the injunction.

"Dave Snyder was always an advocate that the bike plan should be a bike plan and lay out what we’ll see for bicyclists," Tom Radulovich, executive director of Livable City, told the Guardian. "But the decision was made to do a bike plan in the abstract, not laying out specific routes."

Nonetheless, bike advocates say they’re happy with the commitment that city officials are now showing. "Now we’re clearly and unequivocally doing a bike plan," Radulovich said. "To some degree, the city has had to commit itself."

Bevan Dufty, chair of the Transportation Authority’s Plans and Programs Committee, has been demanding that bureaucrats report to him regularly to show progress on the plan.

"I think the fact that we’re seeing them regularly trotted out before the committee is a good thing, because it makes them hit their benchmarks," he told us.

Dufty also overcame the MTA’s restrictive approach to public relations and facilitated our interview with Peter Albert, who took on the job of deputy director of planning for the MTA 10 months ago.

"Right now we’re just looking to do the environmental review to clear the bike plan," Albert told us.

He said that staff and consultants are now going through 60 proposed projects to determine what their environmental studies will entail. Later this month that work will be presented during a scoping meeting, at which planners and advocates will decide whether some of the more complex projects will be eliminated from the plan.

"Our goal is to make sure this is as solid an environmental review as possible. We don’t want to deal with any more legal issues," Albert said. "I feel right now there is a huge will to have this done correctly."

Yet advocates have a slightly different view of that political will, particularly given the projection of completed EIRs by July 2008, followed by the approval process, and maybe more court fights.

"We’re not crazy about the timing, but the scope is good. We’ve moved to projects that we’re planning to do," Thornley said. "So, in a backwards way, the commitment has come to the plan from the gun of the injunction."

"But we have real concerns about the timeline and scope getting shrunk," Shahum said. "Our fear is that we’ll go from 60 projects down to 16."

That’s because the plan will now look at the physical changes to roadways that are bound to get controversial once neighborhood groups grapple with the idea of losing traffic lanes or parking spaces.

"You’ve got a lot of people who are afraid of NIMBY opposition, and that goes from the mayor and the supervisors to the bureaucrats working on the plan," Shahum said. She added that the political leadership of San Francisco is more supportive of bicycling than it’s ever been, "but you still have to work really hard for them to do the right thing in the end."

"Why did it take four years to get the Valencia Street bike lanes?" she asked, noting that the project has proved to be an unqualified success.

"They changed Valencia Street, and nothing [bad] happened, so that opened them up a little," Radulovich said of city officials. But only a little. "There is still a certain ad hoc quality to what they’re doing, rather than being standards-based in how streets are designed."

City policy regarding bike projects — which the Planning Commission will revisit this summer when it considers changes to how it interprets traffic level-of-service (LOS) impacts under CEQA — is that anything that slows car traffic is considered a significant environmental impact that requires extensive study and mitigation.

"It’s imperative for them to fix the way they do CEQA," Radulovich said. "LOS reform would help us in future projects."

Radulovich said that most California cities were built with a focus on automobiles before CEQA was even approved. Yet the law now requires expensive and time-consuming studies before those spaces can be converted to use by public transit, bicycles, or pedestrians.

"That’s why, in some ways, CEQA has become an impediment to making us environmentally sustainable," Radulovich said. "It’s turned into a tool that slows down the taking of spaces back from cars."

While the detailed EIR work is being done, Albert and others say the city is still committed to doing bicycling planning work, applying for grants, and making sure San Francisco can move forward quickly once the injunction is lifted. "We’ve been set back, but we’re not stopped," he told us.

"The current injunction is frustrating because we want to be moving forward with bike improvements each month. While we cannot make physical changes such as bike lanes and bike racks, planning and design are continuing," Ballard said, also noting that the Mayor’s Office is doing regular conference calls to ensure the bike plan moves forward quickly.

"I and the bike advocates are pushing to use this time to do the planning work so we’re ready to go once we have an approved plan," said Sup. Chris Daly, the only regular cyclist on the Board of Supervisors. Once the injunction is lifted, he said, "You will have the most rapid striping of bike lanes in the history of the city." *

40th anniversary Summer of Love event

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SEPTEMBER 2

Summer of Love 40th Anniversary Speedway Meadow, Golden Gate Park, JFK at 25th Ave, SF; www.2b1records.com/summeroflove40th. THIS SUNDAY starting at 10am, FREE! This event features world-class musical acts and entertainment that represent the spirit and energy of the 1967 Summer of Love. The lineup includes such legendary, rabble-rousing musicians, poets and speakers as: Country Joe McDonald, Canned Heat, Michael McClure, Taj Mahal, New Riders of the Purple Sage, Wavy Gravy, “Hair Reunion” original cast, Ray Manzarek, ruth weiss, Scoop Nisker, and many, many more. Tune in, turn on, and drop by to join thousands in commemorating this historic event.

A complete lineup of the artists appearing is available here.

You can find out more about the Summer of Love 40th Anniversary event, including local accomodations, transportation, and auxiliary events here.

Don’t Trash California

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By Sarah Phelan

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Slow is how I was feeling in all this heat, as I drove towards the Bay Bridge, direction San Francisco, and maybe it was because I was driving slowly, too, that I saw the huge illuminated “Don’t Trash California” sign that’s been newly installed on the approach to the toll gates.
Brought to us by Toll Roads, an Orange County and SoCal-based organization that has partnered with Caltrans, the sign is obviously intended to stop people trashing our state (at least physically, if not verbally).
Nice touch, I thought, as the driver in front of me tapped cigarette ash out of his window, and a plastic bag flew across six lanes of freeway traffic. It’s time people stopped dumping shit out of car windows. Maybe if they could see where their shit ends up, they’d give more of a shit about their shit.Maybe we need Al Gore to make another documentary, following the path of a fast food wrapper from your car and into someone else’s lneighborhoods and into the waterways that lead to the giant silver mobius that is the World’s Ocean.
Or maybe we could just use our friggin’ imaginations. The kids in West Oakland WON’T enjoy finding your beer can in their back yard. Nor will the sea lions at Pier 39. And it won’t help feed the starving polar bears.
And if the California Department of Transportation, Division of Maintenance, didn’t have to spend more than $40 million just to clean up litter on freeways and highways, maybe they’d have more dough for fixing the pot holes that drivers are always complaining about.
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This morning my Muni driver told me to get a car

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By Paula Connelly

When I saw that it was rainy this morning at 8:00AM I decided to take the 48 Quintara line bus rather than walk, as I usually do. After waiting just shy of an hour for the bus, two arrived at the same time and half way through the ride the less crowded one reached a spontaneous end-of-the-line. When my bus driver told me that I should run if I want to catch the first bus, I explained why that was bothersome. She told me, “Get a car.” Et tu, bus driver?? I have been a city girl my whole life, never had a car, and don’t plan on getting one.
After the recent i880 accident, Muni should not only be encouraging people to ride, they should be demonstrating all the viability of the option to take public transportation. That’s just bad marketing. It took me twice as long to get to work as it would had I walked. That’s an hour and a half commute for 2.7 miles. When dealing with any large, diverse group of people, you can expect complications. But just about once a month, the frequency with which I take public transportation to work, my fervor for walking is reaffirmed by a similar experience. I can’t trust Muni when even it’s employees have lost faith in it’s reliability. Wet socks are a bargain for my sanity.

High-speed rail drama

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By Steven T. Jones
California’s proposed high-speed rail project is finally getting some much needed attention, which is the only thing that will overcome Gov. Arnold Schwarzenegger’s dishonest and secretive campaign to kill it.
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The Democratic Party has made the project a top legislative priority (see my story on that in tomorrow’s paper), the LA Times is publicizing it, and the Fog City Journal got this quote on the subject from Mayor Gavin Newsom: “A bond has been delayed for too many years. It’s time to look forward to high-speed rail. In fact I’ll be doing a press conference with Senator Kopp on it very shortly. We’re blessed to have Senator Kopp to head this authority to really step it up because, definitely, it’s absolutely essential. You watch the rest of the world, they’ve been doing that kind of system for decades and here we are still flying on Southwest, Jet Blue and United. It makes no sense between northern and southern California and it’ll be a big part of solving a lot of the infrastructure and transportation challenges.”
He’s absolutely right. And now is the time to make sure Arnold and the more cowardly members of the Legislature don’t kill this important project.

I Dream of Muni

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by Guardian intern Sam Devine

While watching Land use & Economic development committee meeting on SFGTV the other day, I caught a bit of public comment on the whole Healthy Saturday thing and had the thought: “Maybe this is more about providing public transportation to public places than it is about bicycles.”.1.jpg

At the meeting, parents said they couldn’t get to the museum for family programs, and museum staff complained about getting to work without being able to park on the street. The parking garage, at $3/hour, is cost prohibitive.

Nan Tucker McEvoy, granddaughter of museum founder M.H. de Young, spoke in opposition to closing JFK on Saturdays. “When my great grandfather gave the museum to the city, he gave it to all the people of the city, not just the ones who ride bicycles or can walk great distances,” she said

This November, let’s fix Muni

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OPINION In 2007 quality public transportation is not just a hallmark of a world-class city; it’s our best defense against global warming. In a state where half of all greenhouse gas emissions comes from mobile sources, we have to provide people the real choice to get out of their cars and onto public transit.

Nationwide, public transit use was up 3 percent last year. In San Francisco, Muni’s ridership declined 2 percent. This is a city that understands the threat of global warming, rallies against oil wars, believes in an improved quality of life with fewer cars, and long ago adopted a transit-first policy; the Muni ridership drop is totally unacceptable.

Muni should be attracting new riders, not driving the existing users off the system. A reliable Muni is also a serious social justice issue: 29 percent of San Francisco households get by without a car, mostly because they can’t afford it.

Muni’s meltdown in the 1990s was one of the biggest failures of the Willie Brown administration. The crisis caused voters to amend the City Charter in 1999 and create the Municipal Transportation Agency (MTA), setting explicit standards of service quality and guaranteeing predictable funding. Using new capital from the reauthorization of the sales tax for transportation, Muni was able to replace its bus fleet and restore most of its operability.

However, early in the Gavin Newsom administration, Muni service quickly began to deteriorate. Recently, Muni officials even sought to lower their on-time goals. This month’s opening of the T–Third Street line brought Muni metro service to a near standstill. Muni leadership apparently agreed that the problems were unacceptable — they spent much of their time passing out written apologies to Muni riders. However, these service interruptions are symptoms of deeper, structural problems at Muni. Apologies are not enough. It’s clear that significant additional Muni reform is necessary.

That’s why we are proposing a charter amendment for this November’s ballot to make managers and operators more accountable for their performance and to find new sources of revenue for this struggling system.

The MTA currently lacks the vision, accountability, and resources to deliver the transportation system that San Francisco needs. While Muni’s structural deficit has risen to $150 million a year, Muni officials have been slow to propose revenue options, and we know voters won’t be happy to provide more funding without structural reforms that make those public investments worthwhile. Measured in passengers carried per hour of revenue service, Muni’s current productivity has dropped to a historic low.

We need to make sure Muni’s managers and service planners have the tools to deploy their workforce efficiently, and we need to hold them accountable for delivering promised service.

We don’t know if Newsom will support substantial Muni reforms — but the system has broken down on his watch, and every San Franciscan who relies on Muni and who cares about the environment needs competent leadership from city hall now. *

Chris Daly and Aaron Peskin

Supervisors Chris Daly and Aaron Peskin represent Districts 6 and 3, respectively.

 

The silver bullet train

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› steve@sfbg.com

There aren’t many easy answers to the environmental crisis facing California, a state with a fossil fuel–dependent culture that’s cooking the planet, congesting the freeways and airports, and hastening a tumultuous end to the oil age. But there is one: build a high-speed rail system as soon as possible.

All the project studies indicate this should be a no-brainer. San Franciscans could travel to Los Angeles in just a couple hours, the same time it takes to fly, at a fraction of the cost. And the system — eventually stretching from Sacramento to San Diego — would generate twice as much money by 2030 as it costs to build. The trains use far less power than planes or cars and can be powered by renewable resources with no emissions. The system would get more than two million cars off the road and single-handedly reduce greenhouse gas emissions by as much as 12 million metric tons per year.

High-speed rail is a proven green technology that works well everywhere it’s been implemented, including most of Europe and Asia. In France the TGV line from Paris to Lyon connects the country’s two most culturally important cities in the same way that Los Angeles would be linked to San Francisco — from one downtown core to the other — allowing for easy day trips and ecofriendly weekend jaunts. Advocates for high-speed rail say it’s an essential component of California going green and the only realistic way to meet the ambitious climate change targets approved last year in Assembly Bill 32.

Yet for some strange reason, the idea of high-speed rail has barely clung to life since San Franciscan Quentin Kopp first proposed it more than a decade ago as a member of the State Senate and set the studies in motion, all of which have found the project feasible and beneficial. Today Kopp, a retired judge, chairs the California High-Speed Rail Authority (CHSRA), which has fought mightily to move the project forward despite severe underfunding and sometimes faltering political support.

Growing awareness of climate change has increased support for high-speed rail among legislators and in public opinion polls (among Democrats and Republicans), leaving only one major impediment to getting energy-efficient trains traveling the state at 220 mph: Gov. Arnold Schwarzenegger.

While posing for the April 16 cover of Newsweek with the headline "Save the Planet — or Else" and touting himself around the world as an environmental leader, Schwarzenegger has quietly sought to kill — or at least delay beyond his term — high-speed rail.

The $10 billion bond issue to build the LA-to-SF section was originally slated for 2004, then pushed back to 2006, then pushed back to 2008 because Schwarzenegger worried it would hinder the $20 billion transportation bond, Proposition 1B, which was focused mostly on new freeway construction.

Part of the deal to delay the train bond involved giving the CHSRA the money it needed to start ramping up the project, which included $14.3 million last year, the most it has ever received. But rather than give the authority the $103 million that it needs this year to honor contracts, set the final Bay Area alignment, start buying rights-of-way, and complete the engineering work and financing plan, the governor’s budget proposed offering the agency just $1.3 million — only about enough to keep the lights on and not fire its 3 1/2 staffers.

And now Schwarzenegger is asking the legislature to once again delay the 2008 bond measure, which would take a two-thirds vote of both houses. "Investing in it now would prevent us from doing bonds for any other purposes," the governor’s spokesperson, Sabrina Lockhart, told us, citing prisons, schools, and roads as some other priorities for the governor. "It’s not cost-effective in the short term."

The stand baffles environmentalists and other high-speed rail supporters, who say the project is expensive but extremely cost-effective over the long term (although it gets less so the longer the state delays, with about $2 billion tacked on the price tag for every year of delay).

"If the governor would get up on his bully pulpit and talk about high-speed rail to the California people, we would be starting construction in 2009," Kopp told the Guardian. "What you have is political fear instead of political will."

Asked why Schwarzenegger doesn’t seem to understand the importance of this issue — or how it relates to his green claims — CHSRA executive director Mehdi Morshed can only guess. Some of it is the daunting price tag and long construction schedule, some of it is that the governor tends to defer to the Department of Transportation for his transportation priorities, "and they’re in the business of building more roads, so that’s what they say we need."

But mostly, it’s a failure to understand the kind of transportation gridlock that’s headed California’s way if we do nothing. "It’s an alternative to meeting the travel demand with more highways and airport expansions," Carli Paine, transportation program director with the Transportation and Land Use Coalition, told us. But as Morshed told us, "The governor doesn’t suffer much on the freeways, and he has his own plane."

The person doing Schwarzenegger’s dirty work on high-speed rail is David Crane, an attorney turned venture capitalist who, although he’s a Democrat from San Francisco, is one of the governor’s top economic advisers and his newest appointee to the CHSRA board. Despite thick stacks of detailed studies on the project, Crane seems to want to return the project to square one.

"There’s never been a comprehensive plan for how you’re going to finance this thing," Crane told us, noting that the LA-SF link is likely to cost far more than the bonds would generate. "The bond itself is a red herring. You could raise the $10 billion now and still not have a high-speed rail."

Yet supporters of high-speed see the Schwarzenegger-Crane gambit as mostly just a stall tactic. While Crane argues that the private sector funding — which could account for about half his estimated $40 billion in total project costs (other documents say around $26 billion) — needs to be nailed down first, supporters say California must firmly commit to the project if it’s going to happen.

"Private capital won’t be interested unless they know there is a public commitment," Kopp told us.

"You need to take a leap of leadership. When there is something that makes sense in so many ways, you need to have that initial public buy-in," said Bill Allayaud, legislative director for the Sierra Club California.

Support for that stance also seems to be strong in the legislature, where San Francisco’s newest representative, Assemblymember Fiona Ma, has emerged as the point person on the issue. She even went on a fact-finding mission in France, aboard the TGV train when it reached 357 mph to break the world rail speed record.

"We can’t do it until we have that public investment," Ma told us, noting that holding detailed financial debates right now is a diversion considering that "this project will pay for itself."

"My assembly caucus is extremely positive about high-speed rail. Right now it’s on the ballot for next year, and I think it’s going to stay there," Ma said. She isn’t sure that she can get the CHSRA the full $103 million it wants this year, "but whatever we can come up with is going to be better than $1 million."

"The governor needs to get on board. This is an important environmental issue," Ma told us. "For him not to be behind it doesn’t make sense."

Californians also seem to have a hard time fully understanding the project, probably because polls show that only about 10 percent of them have ever used high-speed rail in another country. Yet polls show climate change is a top public concern among Democrats and Republicans.

"Number one, the dollar figure is daunting," Kopp said. "Number two, we’re Americans, and we just haven’t experienced it."

Yet when the project and its benefits are explained, it doesn’t seem to have any opponents outside the Schwarzenegger administration. Morshed said not even Big Oil and Big Auto — two deep-pocketed entities with a history of fighting large-scale transit projects — have opposed high-speed rail. Once people get it, everyone seems to love it.

"The reaction you get almost every time is ‘Why aren’t we building it?’ That’s the thing that is universal, people saying, ‘Why don’t we have this? What’s wrong with us?’ " Morshed said.

For such a massive project — with construction spanning almost the entire state — it’s notable that none of the state’s major environmental groups have challenged the project’s environmental impact reports, which were certified in November 2005. That’s largely because the route uses existing transportation corridors and has stops only in urban areas, thus not encouraging sprawl.

"Environmental groups generally don’t like big projects, but they like this one," the Sierra Club’s Allayaud told us. "There aren’t a lot of negatives that we’re having to balance out, and there are a lot of positives."

Yet politics being what it is, other obstacles are likely to present themselves. The CHSRA is now setting the route into the Bay Area, either through the Altamont Pass or the Pacheco Pass, both of which have political and environmental concerns.

Morshed — an engineer who served as consultant to the Senate Transportation Committee for 20 years before heading the CHSRA — expressed confidence that the project will happen if the state’s leaders support it: "It’s moving ahead, and we have very good support in the legislature. The only soft spot is the governor, who wants to postpone it and seems to have other priorities." *

The green issue

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› tredmond@sfbg.com

Climate change is a global problem. A lot of the solutions, at least in the United States, are going to be local.

And a lot of them are going to start and end with the way we use land.

That’s a critical theme for this year’s Earth Day: cities like San Francisco, which claims to be (and really ought to be) a world leader in environmental sustainability, have to rethink everything from housing and consumption to open space and energy use — and particularly transportation.

Cars — private-use automobiles, the center of so much of American life and public policy for the past 100 years — are also one of the greatest threats to the future of the planet. The byproducts of tens of millions of internal combustion engines on the roads every day are a major component of greenhouse gases (not to mention other environmental pollutants). And the oil that fuels them drives a foreign policy that leads, as we’ve seen, to tyranny, instability, and millions of deaths.

It’s not enough to raise gas taxes or promote hybrids or increase fuel-efficiency standards (although all of those should be on the national agenda). Cities and states have to profoundly change the way people get around and the way they use public and private space.

Some of this is just so simple you can’t believe it’s not already happening. As Steve Jones reports ("The Silver Bullet Train"), a high-speed rail connection from San Francisco to Los Angeles would get almost two millions cars off the road and cut down immensely on the use of airline fuel. It would also pay for itself in a few years. It’s a form of public transit that would work right away: nobody likes to drive to LA. If you could take a train, get there in less time than it takes to fly, and pay less than $50 for the trip, why would you travel any other way?

Some of it requires more political vision (and political guts). If San Francisco wants to fight sprawl and encourage less car use, it has to be willing to build housing for people who work here — and that means, by city estimates, ensuring that two-thirds of all new housing be affordable.

And if San Franciscans want to reconnect to urban land and encourage bikes and walking, we have to think seriously about open space — even if it means that roads and private developments have to be sacrificed. That’s what Deborah Giattina describes ("Open Water,").

Cities and states also have to think about energy policy, and that means reclaiming energy as a public good, not a private commodity. San Francisco’s private utility, Pacific Gas and Electric Co., is spending millions trying to tell us how green it is; as Amanda Witherell notes ("Green Isn’t PG&E,"), that’s a big lie.

On this Earth Day 2007, the time to mess around and debate has run out. Think globally, act locally — and push for a city and state environmental agenda that is more than hot air. *

Green city, part one: cut back cars

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EDITORIAL San Francisco needs a real green city agenda — not something that comes out of Pacific Gas and Electric Co.’s corrupt propaganda operation or from the timid folks in the Mayor’s Office but a comprehensive environmental plan for the next 10 years that aims at making San Francisco the nation’s number one city for green policy.

There’s no point in thinking small: this is the year for dramatic talk about real environmental action. And it doesn’t have to be overwhelmed by global problems; there’s so much to be done right here at home.

We will be laying out a much longer, more detailed platform over the next few months, but here’s one way to start:

San Francisco ought to commit to cutting car use in the city by at least 50 percent in the next five years.

How do you do that? By making cars unnecessary and slightly more expensive.

The nation’s addiction to oil didn’t come by accident. As Thomas Friedman wrote in the April 15 New York Times, then-president Dwight Eisenhower responded to the cold war in part by building the Interstate Highway System, which allowed the military to move people and weapons quickly — but also set the nation on a path to the car-driven development and land use that are now poisoning the environment and global politics. Turning that around requires tremendous dedication and political leadership, but San Francisco shouldn’t have to wait for the rest of the country.

A citywide auto-reduction plan would involve sweeping land-use changes. Some streets, such as Market, should be closed to cars entirely. Much downtown parking should be eliminated. More bike lanes and transit-only roads, more pedestrian-friendly shopping areas, and other measures of that sort would not only help discourage car use but also make the city a more livable place.

But there’s more: a city that discourages car use has to build housing for local workers — that means affordable housing for the city’s service-industry and public-sector workforce. All new housing needs to be evaluated on that basis: will people who work in San Francisco be able to live here — and avoid long commutes? Most housing currently in the planning pipeline utterly fails that test.

To make cars irrelevant, public transportation has to be vastly improved. As Sups. Chris Daly and Aaron Peskin point out in the Opinion on page 7, that means better management. But more than anything, it means money — big money. Muni fares ought to be reduced dramatically (or eliminated altogether) — but in exchange, Muni needs a dedicated funding source. A special fee on downtown businesses makes sense. A citywide transit assessment on property owners might be necessary.

It’s not fair to place a burdensome tax on cars that makes it possible only for the rich to drive — but simply restoring in San Francisco the vehicle fee Gov. Arnold Schwarzenegger wiped out would cover Muni’s deficit. Assemblymember Mark Leno is working on this, and it should be a top civic priority. So should pushing high-speed rail (see page 19), which would eliminate tens of thousands of car trips between San Francisco and Los Angeles.

There are lots of ways to approach this goal; the supervisors and the mayor just need to set it and enforce it. *

Tempest in an urban teapot

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OPINION Our local road-culture war has erupted again, this time thanks to some unsavory gossip columnists at the monopoly paper in town. Wildly distorted accounts of two confrontations at Critical Mass in March have been presented as evidence that bicyclists are antisocial, out of control, and generally immature scofflaws. Such accounts serve to frame a narrative that is in sharp contrast with the actual experience of tens of thousands of bicyclists, pedestrians, and motorists on the last Friday of every month, not just in San Francisco but in hundreds of cities worldwide where Critical Mass rides take place regularly.

Suddenly, normal life is suspended as thousands of bicyclists — talking, singing, playing instruments and boom boxes, smiling and laughing — take to the streets. Bells tinkle, people wave, traffic stops, encouragement is shouted, and uncounted conversations of unknowable depth and breadth happen by serendipity and choice. This is much more characteristic of the Critical Mass experience than the relatively rare confrontation between an overheated, impatient motorist and a self-righteous, antagonistic cyclist.

Cheap journalism of the type practiced by the San Francisco Chronicle‘s Matier and Ross just obscures the truth that our transportation system is designed to promote mayhem, anger, and alienation. Every day motorists crash and die, confront one another angrily, and are left cowering in isolation. The fact that such events can also happen during Critical Mass should come as no surprise.

The sheer exuberant pleasure of a rolling mass occupation of city streets month after month is hard to understand unless you’ve been a part of it. For the dozens of online flamers who have ferociously denounced Critical Mass, it’s inconceivable that an event that doesn’t behave according to the staid norms of a placid democratic society can have any justification: "Critical Mass doesn’t make demands! No one is in charge! The participants don’t all behave like obedient schoolchildren! They are destroying the cause of bicycling for the law-abiding cyclists!" And so on.

In February and March, Critical Mass bicyclists rode for two to three hours through San Francisco streets, enjoying the city in ways unplanned by traffic engineers, police, and city bureaucrats. It’s a remarkable reinvention of urban life in an organized coincidence that is mostly spontaneous in spite of its predictability — surprising every time and inspiring most of the time.

Critical Massers are engaged in that most rare of activities: an act of collective imagination and invention that is considerably greater than the sum of its parts.

For those motorists or bicyclists who think Critical Mass is about a fight between cars and bikes, think again! We are all in this together, and a monthly demonstration of how much better life could be is an invitation to everyone to try something different. There is a well-defined etiquette among Critical Mass riders that encourages riders to thank stuck drivers for their patience, promotes an atmosphere of friendly camaraderie on all sides, and invites the curious to join us next month at the foot of Market Street (April 27, 6 p.m.) on a bicycle for an experience that just might change your life. *

The Committee for Full Enjoyment

The Committee for Full Enjoyment (www.fullenjoyment.com) is an ad hoc group of San Franciscans dedicated to a richer life.

Stop the McGoldrick recall

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EDITORIAL Jake McGoldrick isn’t perfect, but he’s been a pretty good supervisor most of the time, and the recall effort launched against him by a Geary Boulevard merchant is baseless and inappropriate.

The recall is a potent weapon, part of the Progressive Era reforms that gave California the initiative and the referendum. But it can also be easily abused to threaten an incumbent who has done nothing wrong except show political courage on tough issues.

And that’s exactly what’s happening here: McGoldrick, who represents a relatively moderate district, is taking the lead on two key attempts to challenge the city’s car-driven transportation culture. He’s the author of a measure that would close Golden Gate Park to cars on Saturdays, at least for a six-month trial — something the trustees of the de Young Museum have been fighting bitterly. And he’s the chief backer of a plan to add bus-only lanes to Geary Boulevard, which would create a relatively cheap, efficient rapid transit system along one of the city’s main commute arteries.

Those positions have angered a small group of people, led by David Heller, who owns a beauty supply store on Geary and is adamantly opposed to anything that would reduce car traffic or parking on the street. Heller — who ran unsuccessfully against McGoldrick in 2004 — now wants to recall the supervisor, who has less than two years left in office anyway. Heller insists that McGoldrick is defying the will of the voters, because a majority of District 1 voted against Saturday road closures in 2000 and because McGoldrick hasn’t adequately addressed the concerns of some merchants who fear the loss of parking spaces under the transit plan.

Let’s get a couple things straight: the 2000 ballot had a pair of competing road-closure measures that left a lot of voters confused — and the museum people ran a misleading campaign that helped muddy the waters even more. The vote that year was hardly an accurate reflection of how San Franciscans or people in the Richmond view weekend road closures.

In fact, the car-free Sunday in the park is one of the city’s most popular regular events — and a study commissioned by Mayor Gavin Newsom, who is not a fan of road closures, showed that the traffic and parking impacts on the neighborhoods are almost nonexistent. McGoldrick has been willing to stand up to the mayor and the powerful museum board on this, and that’s a good thing.

The Geary transit corridor is tough: any solution that improves transit on the road — and that’s a priority for the city — will leave less room for cars. But that’s the direction the city has to go in. Public transit will only be effective in this city if it can operate quickly and reliably on routes such as Geary — and that can’t happen without some disruption to car travel. The proposal McGoldrick supports would close one lane to cars (possibly by eliminating street parking) and dedicate it to buses only; the buses would have the ability to control traffic lights and would thus in theory be able to operate almost like underground or elevated trains, avoiding the delays caused by car traffic. Digging a subway below Geary would cost several billion dollars and take years; giving buses one exclusive lane in each direction is cheaper and can be done fairly quickly.

No, it won’t be painless, and it’s not perfect — ideally, there probably ought to be a light-rail line on Geary — but in an era of global warming, with all the costs associated with the use of private cars, it’s imperative that San Francisco move aggressively toward improving transit. McGoldrick is absolutely right to be looking for ways to encourage people to get out of their cars — and punishing him for it by forcing a recall campaign is a serious mistake.

Heller needs about 3,000 signatures to move forward. Don’t sign the petition. *

Demonizing bicyclists

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By Steven T. Jones
Despite finally getting the bicyclists’ perspective into today’s story, the Chronicle continues its misleading and irresponsible effort to demonize Critical Mass and bicyclists in general. And the result has been dozens of angry and menacing online posts by overentitled car drivers who threaten the lives of those opting for a more environmentally friendly transportation option.
biking newsom.jpg
Unlike the more reasonable Examiner account, the Chronicle seems to have lost all sense of proportion, with its reporters trying to push Mayor Gavin Newsom (who was also fairly measured in his reaction) into cracking down on Critical Mass. As I mentioned in my post yesterday, I sought a reaction from the Chron’s Andy Ross, which I’ve now received and am posting below followed by more discussion.

From Iraq and back

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› amanda@sfbg.com

Omar Fekeiki sits alertly at a café table on the terrace of International House, his dorm at UC Berkeley. His straight posture belies his relative ease. It’s the only sign that he may not be entirely at home.

Like any other 28-year-old graduate student, he’s wearing jeans — not the pressed slacks necessary for a meeting with Iraqi officials. His hands are resting on his knees, rather than poised with a pen and a reporter’s notepad, scribbling Arabic words from an informed source. His smooth, tan face, with just a hint of unshorn shadow, is turned up toward a mild afternoon sun, not away from the heat of a Baghdad noon. The dark stubble on his head is no longer covered by a helmet. His slim chest is free to breathe without the pressure of a flak jacket. His heart may or may not be racing, but it’s definitely beating.

It’s difficult to believe that the quiet cell phone on the table in front of him once rang regularly with field reports of car bombings, kidnappings, and execution-style shootings. It’s unsettling to think it could ring now, that something irrevocable could be happening at home, 7,500 miles away, as he sits in this idle sunshine.

What does Fekeiki find unbelievable? That he’s in the United States, that he’s finally on his way toward a real life, studying journalism at one of the best universities in the world.

"It was not even a dream," he told the Guardian with the careful pronunciation that can sound like a proclamation often heard in the voices of nonnative English speakers. "It’s something beyond a dream. It was such an impossible thing to do. Now I flash back memories of when I spent hours on the phone with my best friend. We would say, ‘Could you imagine if we could go to the States and find work and live there?’ I always think about this and say, ‘Wow, I’m lucky.’ "

According to the Office of the United Nations High Commissioner for Refugees, at least 3.9 million Iraqis have fled their homes since the US invasion. Half are displaced within their country, and the other two million have crossed borders, with 700,000 in nearby Jordan, 100,000 in Egypt, and 60,000 finding a sort of solace in Sweden.

By contrast, in four years only 692 Iraqis have been resettled in the United States. Despite the danger at home and a flood of applications, the State Department routinely denies Iraqi visa applications, apparently believing Iraqis need to stay home to rebuild their tattered country. Of the record 591,000 student visas given last year, only 112 went to Iraqis, an increase from 46 in 2005.

"I waited months," said Fekeiki, who thinks his affiliation as a special correspondent with the Washington Post is what got him the necessary piece of paper in the nick of time.

But his status here is temporary, and even though a civil war rages in the streets of his hometown and no US, UN, or Iraqi politician has yet to forcefully present a viable solution to the quagmire, he has no plans to apply for citizenship.

"Every Iraqi I know in the States now doesn’t want to go back. I don’t blame them," he said. But staying here is not for him. And that’s the other unbelievable thing about Fekeiki: he can’t wait to return to Baghdad.

"I belong in Iraq."

FINDING HIS POST


Fekeiki says he’s always been lucky, and April 2003 was no exception. The day after the fall of Saddam Hussein’s government, Fekeiki was hoping to track down a BBC reporter at the Palestine Hotel who might lend him a phone to make a "we’re alive" call to his uncle in London. He noticed a Washington Post reporter struggling to interview a civilian and stopped to lend a hand. The reporter was impressed with Fekeiki’s translation and suggested he go to the paper’s offices and see about a job.

He did and was temporarily hired by bureau chief Rajiv Chandrasekaran, but after a week he was let go. The Post had enough translators. "He was pretty young, just out of school," Chandrasekaran told the Guardian. The Post did, however, make a point of noting the directions to the young man’s house in case it ever needed him. In a matter of days the paper was knocking on his door.

Initially, Fekeiki continued working as a translator but quickly graduated to fixer, a sort of guide to the Post journalists — scouting out stories, digging up contacts, arranging transportation and interviews. Within weeks he was the bureau’s office manager, overseeing a busy newsroom of 42 American and Iraqi journalists who were all older than him and vastly more experienced.

Chandrasekaran says one thing he always told his Post colleagues was to listen to the Iraqi staff. "They have a better sense of when something is going bad. I empowered people like Omar to put their foot down, to say no."

That empowerment, coupled with the important tasks of monitoring news wires and Iraqi and American television stations, dispatching staff to daily disasters, and maintaining order in the office, suited Fekeiki. He rose to the challenge and fell in love with his job. Pretty soon he was contributing to stories, then writing his own and, to his surprise, really enjoying the work.

Raised by a family of journalists and writers, Fekeiki never thought he’d be one. His father, a former politician and vocal critic of Hussein, had lived the nomadic life of an exile as a punishment for his writing. Fekeiki grew up with wiretapped phones, regular house searches, and a father with his neck in a threatened noose. He was taught that if you wrote what the government approved, you’d be wasting your time. If you didn’t, you’d be killed.

The motives have changed, but the risk remains. Life was always dicey. Fekeiki was raised with the fear that he would "disappear" if he weren’t carrying the proper card identifying him as a student, not a soldier. Censorship was part of life.

"If you repeat what we say in this house, you will get killed," he was told by his parents. "Imagine saying that to a five-year-old?" he asks. "I had to live with fear all the time."

He could never slip — it would put his family in grave risk. But now, taking up the family tradition and being a journalist in his native country is almost like asking to die.

DEADLY PROFESSION


Targeted violence toward news gatherers is on the rise everywhere, and 2006 was the deadliest year for journalists since 1994, mostly because of Iraq. Though statistics vary depending on the definition of journalist, Reporters Without Borders says 155 journalists and media staff have been killed during the four years of Iraq War coverage. The Committee to Protect Journalists, which investigates every claim and only counts confirmed deaths of credentialed reporters, puts the figure at 97. Both counts already lap the Vietnam War’s 20-year tally of 66, and both organizations say the fallen are overwhelmingly Iraqi.

"I’m hard-pressed to think of a more dangerous profession in the world today than being an Iraqi journalist in Iraq," said Chandrasekaran, who was bureau chief there for 18 months and has covered past conflicts in Afghanistan, Indonesia, and the Philippines. "By spring of 2004 it was too dangerous for Western reporters out in the street."

So journalists came to depend even more on the Iraqis, who were about the only ones able to do on-the-ground reporting after anti-American sentiments and violence took hold.

"You cannot stand in a Baghdad street and do a piece for camera," Robert Mahoney, deputy director of the Committee to Protect Journalists, told us. "An Iraqi journalist can blend in with the local population. They’re the only ones that can literally move around…. I think the only good news is we’re getting any news at all."

Iraqis are the only bridge for any respectable news organization attempting to gain access to what’s going on, but alliances with Americans paint clear targets on their backs. "One of the things that distinguishes this war from others is that most journalists are not being caught in cross fire. They are being murdered," Mahoney said. Murders account for about two-thirds of the Iraqi journalist deaths, and without those reporters, he said, the American public "doesn’t have all the information it should have at their fingertips to make informed decisions."

One wonders if the military and the administration do either. Camille Evans, an Army intelligence sergeant, said during a March 20, 2007, panel of Iraq war veterans at the Commonwealth Club, "For most of our intelligence, we did use CNN."

Though affiliations with Americans put all Iraqi journalists in peril, other risks lie along the sectarian divides. If they work for an independent Iraqi newspaper attempting unbiased journalism, they’re just as bad as Americans. If they spin for one side, they’re targeted by the other. In short, the only agreement between Sunni insurgents and Shiite militias could be their shared attitude toward journalists: work for us or you’re dead.

There were many times Fekeiki believed he would die — when he was covering the November 2004 assault in Fallujah as mortars hummed over his tent, or when he was kidnapped by Mahdi Army fighters who told him, "You will disappear behind the sun," before he managed to escape into a passing ambulance. And then there were the straight-up death threats.

"I was threatened three times," he told us. "The first time, my bureau chief was Karl Vick, and he said, ‘We’ll fly you out to any place you want. We’ll take care of you,’ and I said no. He said, ‘We have to do something. We can’t risk your life.’ I said, ‘OK, I’ll go embed with the Marines in Fallujah, to cover the assault.’ "

Fekeiki saw this as a way to disappear from his neighborhood for a little while but still be involved at the Post and give the paper something he thought it needed — an Iraqi to cover the Iraqi side of the story. "They didn’t have one. The Iraqis in our office didn’t want to do it."

Fekeiki didn’t tell a soul about the second death threat, a letter on his doorstep. "I didn’t want them to fly me out of Iraq. I wanted to stay. I knew that if I told the Post, they would ask me to leave, give me another job somewhere else. I didn’t want that."

He had dreams of using this opportunity at the Post to eventually start a newspaper in Iraq and, if that went well, perhaps a career in politics. First he would need the hard currency of an American education. Reluctant to leave his family, Fekeiki bargained with himself and decided he would only apply to UC Berkeley, where some of his Post friends had attended journalism school. If he didn’t get in, he would stay in Iraq.

The final death threat came June 15, 2006. "A car chased me from the office to my house," he recalls. Flooring the gas pedal of his Opal, he managed to get away.

By then he’d received his acceptance letter to Berkeley and had a scholarship fund started by Post owner Don Graham and continued by his colleagues at the paper. All he needed was a student visa, but the risks were mounting. "I was supposed to leave early August. I thought, why would I risk two months? Let’s just leave now," he said. He hid in the Post office for four days until he could catch a flight to Amman, Jordan, where he waited two more weeks for his ticket to the States.

LOOKING BACK


Just three months after he left Iraq for Berkeley, he received a phone call from his aunt, telling him that a recent raid of an insurgent house had turned up a "to kill" list for assassins. Fekeiki’s name was near the top.

It’s incomprehensible to many that he’d want to be back in Baghdad, but to a seasoned war correspondent, it’s not entirely unbelievable. Chris Hedges spent 15 years as a foreign bureau chief for the New York Times covering conflicts around the world and is the author of the 2002 book War Is a Force That Gives Us Meaning. He describes the typical war reporter as an "adrenaline junkie," hooked on a certain kind of bravado. "They’re people who don’t have a good capacity to remember their own fear," he told the Guardian.

"The enduring attraction of war is this: Even with its destruction and carnage it can give us what we long for in life. It can give us purpose, meaning, a reason for living," Hedges wrote in the introduction to his book.

"I never felt safe, but I always felt productive," Fekeiki said. "If I wanted productive or safe, I chose productive. I never thought about being safe or not. That’s why I was the only Iraqi in the Washington Post to embed with the military and Marines, because the others feared for their lives. I did fear for my life. I just didn’t let it stop me. If I fear for my life, I shouldn’t be a journalist in Iraq."

In one sense the war was a blessing for Fekeiki. Before the war began in 2003, he says, "I didn’t have a future."

Although he had a college degree in English language and literature from Al-Turath University College, he was denied admission to grad school at Baghdad University. "He doesn’t meet the security requirements," Fekeiki quotes wryly from the code language of the blacklist, for his family doesn’t play nice with Hussein’s.

Fekeiki supported the American invasion, and once the war began he had no intention of leaving. After Hussein’s regime was eradicated, he knew that smart young people with local knowledge and solid English skills would be in high demand from American businesses, reconstruction contractors, and government workers.

"My last thought was to leave Iraq after the invasion, because here’s a country that needs to be rebuilt. We’ll have all the foreign companies working in Iraq. I’ll use the language I studied for four years, English, and I’ll have the best job in Iraq," he recalled.

And eventually, he did. Offers came in from the New York Times for double his Post salary and from Fox News for triple, but he admired the ethics of the Post, which made a point of encouraging its Iraqi writers and crediting their work, so he stuck with that paper.

Fekeiki found more than money and a ticket out of the crippled country. He found his calling. His enthusiasm for his job at the Post sounds like that of a classic American workaholic.

"I miss my office," he said, remembering his desk at the center of the newsroom. "I called it the throne. I spent at least 14 hours a day there, for two years, nonstop. Not one single day off. After two years, in theory, I had a chance to take a day off every week. I spent it in the office, not working but in the office with people."

"My only motivation now is that desk," he says. He hopes to return to it after school. "I’m going to help journalists in Iraq and the future of Iraq."

Without this thought, he says, "I don’t think I’d be able to endure what I’m going through now. It’s just dull. The boredom is hard. In Baghdad I had fun not knowing what was going to happen every day. Here, I wake up, go to school, reply to e-mails on my blog, go to dinner, go to sleep. That’s not a life. That’s retirement."

He feels guilty that his life is now so easy when his family and friends are still threatened back home.

"Being safe terrifies me. I can’t get used to it."

WAR JUNKIE


For Fekeiki, staying abreast of the violence is like keeping in touch with reality, though here in the States he has to turn to fiction to find his fix.

The Situation, a film about an American journalist covering the war in Iraq, recently screened at the Lumiere Theatre in San Francisco. One of the first dramas about the war, it opens with a scene of two young Iraqis being thrown off a bridge in Samarra by US troops. One of them drowns, causing a stir in the province.

"That actually happened," Fekeiki says. Throughout the film, his eyes rarely left the screen, except for fleeting moments to scribble a few notes on a pad and near the end to wipe away a couple tears. Though the characters are fictional, the plot is very real, centering on misguided US intelligence, the schism between Iraqis and Americans, and the overall futility of war.

"Wow," he said, getting up from his seat as the last credit rolled and the screen went completely black. "I could identify with every aspect of that movie."

The violence doesn’t bother him as much as it reminds him of where he’s come from, where his family is, and what his friends are doing. "I want to still feel connected," he says.

In Berkeley he doesn’t. The first semester of basic reporting, de rigueur for all journalism students, was difficult for Fekeiki. He found the Bay Area beat more terrifying than Baghdad. "Some people think reporting in a war zone is difficult, but I did it, and I know how to do it," he says.

"In Iraq everything you think about is a story. Here you have to squeeze your mind to find a story that interests the readers. That’s really challenging. I don’t know the place. It’s not my culture. I don’t know the background. I need a fixer," he says, laughing.

He was as lost working on a story about Merrill Lynch as an American reporter might have been covering the Al-Askari Mosque in Samarra. "At 7 a.m. I get an assignment to go write about Merrill Lynch in San Francisco. What’s Merrill Lynch?"

Lydia Chavez, Fekeiki’s professor for basic reporting, said she usually pushes her students to cover stories they wouldn’t normally choose. But she told us, "Someone like Omar, I was trying to find something that would be comfortable because everything is so foreign."

His turning point came when he covered a psychic fair in Berkeley. "He came back with something I never would have expected," she said.

"They didn’t want me to write anything," Fekeiki said of the psychics he encountered at the fair. "They wouldn’t let me interview the people there who came to heal their aura. So I was, like, ‘OK, can I heal my aura and take notes?’ They said, ‘Yes, why not?’ So I did it, and it turned into a personal piece."

The amazing part of the story is what the healer saw about him even though he hadn’t told her his name, let alone that he was from Baghdad. "The woman just shocked me with her information about me. She started to talk about how my family is in danger and how I am terrified about being in a place I don’t think I belong to and have to compete with other people. It was amazing," he says, still somewhat aghast.

"She couldn’t heal my aura, though. She said I have conflicting thoughts: ‘You’re very protective of your thoughts, and you’re confused, and it’s messed up.’ Which is true."

IRAQ’S FUTURE


Fekeiki has the cockiness of youth and the undaunted faith of a survivor but also a certain attitude toward life he doesn’t always see in his fellow Iraqis. "I tell people I will live to be 94. And I will," he says, believing that all it takes to succeed is to say that you will.

He states his ambitions solidly: to be the charming dictator of his own newspaper, to rise through the ranks of parliamentary politics, to one day rule the country as a prime minister. To stay in this country, to be "nothing" in Berkeley, is just not satisfying enough.

"I’m Iraqi," he says. "I just want to feel that I’m spending my time doing something to benefit my country. If everyone leaves Iraq, we’ll not have an Iraq on the map in the future. I don’t want that to happen."

The newspaper he hopes to own and manage will be fiercely independent and printed daily in Arabic, Kurdish, and English. It will be called Al Arrasid (The Observer), after the publication his family used to run, which folded in 1991 for lack of subscribers. Beyond bringing the truth to the people of Baghdad and penning editorials from his secular point of view, he’s looking forward to being in power once again.

"I can’t wait to have my own newspaper," he said. "I can’t wait to sit behind my desk and tell people what to do."

Yet he has a strong sense of morality. Fekeiki said his personal mantra is a proverb his father often told him: "Harami latseer min el sultan latkhaf…. Don’t be a thief. You will fear no judge."

He says these words have always made his life easy and kept his choices simple. Chavez says she saw the same spirit in him when he passed the bulk of the credit to his cowriter, David Gelles, for a story about jihad videos on YouTube that they contributed to the front page of the New York Times, a near-impossible feat for a first-year journalism student.

"It’s so rare to see someone that generous, that honest," said Chavez, who actively worries about him returning to Iraq.

Berkeley’s curriculum demands a summer internship in the field, and Fekeiki pressed the Post to put him back at the Baghdad bureau this June. He planned to report without telling his family he’d returned to the country, so they would be safe. However, the hands of American bureaucracy are holding him here. His one-entry visa status means if he leaves the United States, he can’t come back without restarting the application process. On top of that, the United States is only accepting the newest Iraqi passports, the G series. They’re so new that most Iraqi embassies aren’t even making them, and Fekeiki doesn’t have one.

"It’s frustrating," he says. Besides being unable to report from home this summer, if something were to happen to his family, he wouldn’t be able to respond beyond a phone call or an e-mail. "My father is 77 years old. I don’t know when he’s going to farewell us. And if it happens, I can’t go and be with my family. It’s not fair," he says. Instead, he’ll be spending the summer break in Washington, DC, reporting for the Post‘s metro desk.

"I’m very glad for the visa problems," Chavez said. "It really scares me. I couldn’t convince him to stay at all."

What would keep him in the States? "If going back to Iraq is not going to help me get my newspaper started, I’m not going to do it," he says. What might not make his paper succeed? "People wouldn’t buy it. They just bomb the place where it’s published. The government turns against me." He knows he could speak his mind outside Iraq, but the whole point is to do it in Iraq, and he feels very strongly that solutions will only come from within, that his country needs people like him.

"The toughest moments I have to deal with," he says, pausing, "are when I think maybe I’m not going back." *

Healthy Saturdays gaining ground

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By Steven T. Jones
Environmentalists and alternative transportation activists are winning some key endorsements in the run up to next month’s second annual Healthy Saturdays showdown. Mayor Gavin Newsom vetoed the Golden Gate Park road closure to cars last year and doesn’t seem interested is pushing for a compromise on a measure he criticizes as too polarizing (ironically, his detachment from the issue is precisely what’s feeding the polarization). But last year’s swing vote on overrriding the veto, Sup. Bevan Dufty, has indicated an openness to supporting it this year. And that became all the more likely last night when the San Francisco Democratic Party County Central Committee (DCCC) endorsed the measure. They join other key Dufty allies in endorsing the measure, including the Harvey Milk Democratic Club and Alice B. Toklas Democratic Club, as well as the Young Democrats club and both Senate contenders: Mark Leno and Carole Migden. The first committee hearing on the measure is April 9.

Super Index: The Bay Area by the numbers

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Total acreage of San Francisco: 30,080

Estimated number of people in San Francisco: 739,426

Ratio of dogs to children in the city, give or take 10,000 kids: 1:1

Ratio of acres for off-leash dog play to those of children’s playgrounds: 7:1

Approximate percentage of San Francisco Department of Recreation and Park land considered natural areas: 25

Number of acres managed by Rec and Park versus number of acres of parking space (on and off the streets) managed by the city: 3,480:1,291

Number of cars in San Francisco, as represented by the number of registered automobiles in 2005: 373,115

Total number of city-managed parking spaces: 334,625

Number of temporary art parks created in empty parking spaces during 2005 for PARK(ing) Day: 18

Month in which the next PARK(ing) Day event will take place: September

Ratio of the size of a city parking space for a compact car to the Dark Room SF stage: 1:1

Estimated number of homeless people in San Francisco versus total number of shelter beds: 6,248:1,514

Estimated number of shelter beds that go empty every night: 100

Decline in the number of homeless people in the city, based on 2003 and 2005 volunteer city-run counts: 2,392

Areas not included in the volunteer counts: the beach, the Presidio, railroad encampments, Golden Gate Park, Stern Grove, and the Sunset District

Projected release date of the numbers from the 2007 homelessness count: March 30

Number of public garbage cans unbolted and stolen from Oakland sidewalks in the past year: 75

Cost of each can: $1,500

Number of feet of freeway guardrail stolen in the Bay Area in the past year: 32,000

Total cost to replace the aluminum: $86,000

Number of bars in San Francisco versus number of independent bookstores selling new books: 2,870:33

Rank of San Francisco among cities for most bookstores per 10,000 people: 1

Rank of the city by the bay for most drunk metropolitan area: 20 (tied with Oakland)

Rank for most literate, in comparison with New York City: 10 versus 49

The index was compiled by Chris Albon, Angela J. Bass, Deborah Giattina, Christopher Jasmin, and Elaine Santore. For sources, see www.sfbg.com.

Super List Index Sources:

(1) and (2) US Census Bureau

(3) Dog Advisory Committee of the San Francisco Recreation and Park Department and US Census Bureau

(4) and (5) San Francisco Recreation and Park Department

(6) San Francisco Recreation and Park Department and San Francisco Municipal Transportation Authority

(7) California Department of Motor Vehicles

(8) San Francisco Municipal Transportation Authority

(9) and (10) The REBAR Group, www.rebargroup.org

(11) San Francisco Municipal Transportation Authority and Dark Room Theater

(12)–(14) and (16) San Francisco Department of Human Services

(15) "Green and Red Apples: The 2,392 Disappeared Homeless in San Francisco," by Matt Gonzalez, San Francisco Bay View, 2/23/05

(17) and (18) "Oakland Trash-Can Bandits Nab 75th ‘Fancy Trash Can’," by Momo Chang, Oakland Tribune, 8/9/06

(19) and (20) California Department of Transportation

(21) California Alcohol Beverage Control

(22)–(24) University of Wisconsin, Whitewater, Marketing and Media Department

(23) "America’s Drunkest Cities," by David M. Ewalt, Forbes, 8/22/06

Superlist No. 829: Safe houses

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› superlists@sfbg.com

In 1971 community activist Bea Robinson improvised a battered-women’s shelter in the garage of her San Jose home. Thanks to demands for shelter legislation by women’s rights groups of the same era, an ample network of Bay Area safe houses is now available to women from all walks of life — from abused mothers and trafficked teens to marginalized immigrants and disempowered queers.

Each of the listed shelters is communal, confidentially located, child friendly, and multilingual. They also offer or can help secure longer-term housing, counseling, and legal aid. Other services include food, clothing, transportation, employment assistance, and play areas. Calling one of these confidential 24-hour crisis lines starts the shelter intake process and connects battered women to the Bea Robinsons of the Bay Area.

In an effort to keep families united, Oakland’s A Safe Place (510-536-SAFE, www.asafeplacedvs.org) accepts male children up to age 17. During the maximum eight-week stay, residents receive counseling while younger children participate in play therapy.

Substance-free women and their children may reside indefinitely in one of the 16 beds at Marin Abused Women’s Services (MAWS) (English: 415-924-6616; Spanish: 415-924-3456; men’s line: 415-924-1070; www.maws.org). MAWS works globally to educate communities about the sociopolitical roots of domestic violence. In 1980, MAWS initiated ManKind, a male-led program that reeducates imprisoned abuse offenders and confronts community beliefs that support male violence.

San Francisco’s Asian Women’s Shelter (AWS) (1-877-751-0880, www.sfaws.org) renders services in 31 Asian languages. The AWS serves all women but is especially outfitted for Asian immigrants who speak little to no English. An average stay at its 18-bed shelter lasts 12 to 16 weeks, though extensions are often granted. The Queer Asian Women Services program supports lesbian, bisexual, and transgender survivors of relationship violence. The AWS also confronts forced labor and sexual exploitation via the Asian Anti-Trafficking Collaborative. Its affiliate, Asian Pacific Islander Legal Outreach, offers pro bono legal services.

Building Futures with Women and Children (1-866-A-WAY-OUT, www.bfwc.org), a 20-bed safe house in San Leandro, doesn’t exclude women with substance abuse or mental health issues, as do some shelters. A typical stay at this former overnight winter relief refuge also known as Sister Me Home can last up to 21 weeks. Programs include child tutoring, parent support groups, and family night — one night per week of guided mother-child bonding.

The Emergency Shelter Program (ESP) (1-888-339-SAFE, www.espca.org) in Hayward can accommodate 40 women and their children, including teen boys, for 12 weeks. The ESP also accepts single teen mothers and functions as a homeless shelter for those who have been evicted, are out of work, or are experiencing familial hardship.

As San Francisco’s largest domestic violence shelter, La Casa de las Madres (adults: 1-877-503-1850; teens: 1-877-923-0700; www.lacasa.org) can house up to 35 women and children for eight weeks at a time. Thanks to a 24-hour intake, women can be admitted to the shelter whenever necessary. Art therapy and animal-assisted counseling give residents a chance to learn, relax, and have fun. The teen program offers a 24-hour emergency crisis line and youth-tailored services for battered or at-risk girls.

Next Door Solutions to Domestic Violence (408-501-7550, www.nextdoor.org), whose crisis line hasn’t changed for the past 34 years, is Robinson’s brainchild. The shelter can accommodate up to 19 women and children for as long as four weeks. Elderly battered women older than 50 can benefit from the unique MAVEN (Mature Alternatives to Violent Environments Now) program, which offers home visits and recreational activities. On-site legal services include court accompaniment and support for undocumented immigrants.

The Riley Center (415-255-0165, www.rileycenter.org), a program of the St. Vincent de Paul Society of San Francisco, gives priority to women and children in immediate danger. Its 25-bed shelter, known as the Rosalie House, provides a 12-week refuge. Families receive private rooms, though women without children may have to share accommodations. Residents perform basic chores in shared living spaces. Prospective residents should call the crisis line for a confidential interview with a trained counselor.

Safe Alternatives to Violent Environments (SAVE) (510-794-6055, www.save-dv.org) is in Fremont but serves the world over. It offers a 30-bed shelter — the only battered shelter in Fremont, Newark, and Union City — where women and their children can reside for 12 weeks. Counseling with a licensed clinical therapist is available for a sliding-scale fee. SAVE also holds free drop-in support groups facilitated by certified domestic violence counselors on Tuesdays and Thursdays from 7 p.m. to 9 p.m.

Concord’s STAND! Against Domestic Violence (1-888-215-5555, www.standagainstdv.org) manages additional offices in Richmond, Antioch, and Pittsburg to better serve its Contra Costa County hub. The Rollie Mullen Center, a six-building complex containing its 24-bed shelter, can accommodate families and individuals for up to six weeks. On-site services and amenities include long-term transitional housing, a computer lab, and a playroom. *

The corporation that ate San Francisco

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› sarah@sfbg.com

For the past decade, Florida-based megadeveloper Lennar Corp. has been snatching up the rights to the Bay Area’s former naval bases, those vast stretches of land that once housed the Pacific Fleet but are now home to rats, weeds, and in some places, low-income renters.

When the Navy pulled out of Hunters Point Shipyard in 1974, it left behind a landscape pitted with abandoned barracks, cracked runways, spooky radiation laboratories, antique cranes, rusting docks, and countless toxic spills.

A quarter century later, Lennar came knocking at the shipyard’s door — and those of other military bases abandoned in the waning days of the cold war — recognizing these toxic wastelands as the last frontier of underdeveloped land in urban American and an unparalleled opportunity to make big money.

Lennar had already won its first battle in 1997, seizing control of the Bay Area’s former military pearl in Vallejo when it was named master developer for the old Mare Island Naval Shipyard. Two years later it almost lost its bid for Hunters Point Shipyard when a consultant for the San Francisco Redevelopment Agency recommended giving the development rights to the Ohio-based Forest City.

Lennar fought back, calling on politically connected friends and citing its deep pockets and its track record at Mare Island.

A parade of Lennar supporters, many of them friends of then-mayor Willie Brown and Rep. Nancy Pelosi, told the Redevelopment Agency commissioners that Lennar was the only developer that had bothered to reach out to the Bayview–Hunters Point community. In the end, the commissioners — all of them mayoral appointees — ignored their consultant’s advice and voted for Lennar.

Nobody knows if Forest City would have done a better job. A developer is, after all, a developer. But Lennar’s victory at the shipyard helped it win the rights, four years later, to redevelop Treasure Island — long before it had even broken ground at Hunters Point. And a couple years ago, it parlayed those footholds into an exclusive development agreement for Candlestick Point.

Now the Fortune 500 company, which had revenues of $16.3 billion in 2006, does have a track record at the shipyard. And that performance is raising doubts about whether San Francisco should have entrusted almost its entire undeveloped coastline to a profit-driven corporation that is proving difficult to regulate or hold accountable for its actions.

Sure, Lennar has provided job training for southeast San Francisco residents, set up small-business assistance and community builder programs, and invested $75 million in the first phase of development. That’s the good news.

But on Lennar’s watch, a subcontractor failed to monitor and control dangerous asbestos dust next to a school at the Hunters Point Shipyard, potentially exposing students to a deadly toxin — despite promising to carefully monitor the air and control the construction dust.

And when the homebuilding industry took a nosedive last year, Lennar reneged on its promise to provide needed rental housing on Hunters Point — saying that its profit margins were no longer good enough to make rentals worthwhile. All of which raises questions about whether this company, which is working with Mayor Gavin Newsom to build a stadium at the shipyard to keep the 49ers in town, really has San Francisco’s interests in mind.

Bayview–Hunters Point native Dr. Ahimsa Porter Sumchai, a physician and a Sierra Club member, called the Lennar deal the "dirty transfer of the shipyard." She told us, "There is no reason why I’d trust Lennar more than I would the Navy and the federal regulators who have stringently worked on the cleanup of Hunters Point Shipyard, and yet it still remains toxic."

"This is just a play to get the shipyard," said Porter Sumchai, whose father was a longshore worker at the shipyard and died from asbestosis.

Part of the problem is systemic: the Redevelopment Agency hands over these giant projects to master, for-profit developers — who can then change the plans based on financial considerations, not community needs. And while Lennar likes to tell decision makers of its massive size and resources, the actual work at these bases has been delegated to limited-liability subsidiaries with far fewer available assets.

In this case, Lennar experienced a 3 percent drop in sales last year, a 29 percent increase in cancellation rates on homes, and a 15 percent dip in its fourth quarter profits. The downturn prompted Lennar’s president and CEO, Stuart Miller, to identify ways to improve what he described in the annual report as the company’s "margin of improvement" in 2007. These included "reducing construction costs by negotiating lower prices, redesigning products to meet today’s market demand and building on land at current market prices."

A Lennar spokesperson, Sam Singer, issued a statement to us saying that "Lennar BVHP is committed to operating responsibly, continually incorporating best community and environmental practices into our everyday business decisions."

But for a look at how Lennar’s model clashes with community interests, you need go no further than the edge of the site where Lennar has been digging up asbestos-laden rock.

DUST IN THE WIND


The Muhammed University of Islam is a small private school that occupies a modest flat-roofed hilltop building on Kiska Road with a bird’s-eye view of the abandoned Hunters Point Shipyard. This year-round K–12 school is affiliated with the Nation of Islam and attracts mostly African American students but also brings in Latino, Asian, and Pacific Islander children, many of whom have had problems in the public school system and whose parents can’t cover the cost of a private school.

"We find a way," the school’s mustachioed and nattily dressed minister, Christopher Muhammed, recently told the Redevelopment Agency in a veiled allusion to the financial nexus between the MUI and the Nation of Islam’s mosque and bakery on Third Street. "Many students aren’t members of our tradition but live across the street, down the street, or come from Oakland and Vallejo."

The minister is asking the Redevelopment Agency, the agency that selected Lennar and oversees the project, to permanently relocate the school. The school’s classrooms and basketball courts sit on the other side of a chain-link fence from Parcel A, which is the first and only plot of land that the Navy has certified at the shipyard as clean and ready for development.

Standing on these courts, the children have been able to watch heavy machinery digging up and moving huge amounts of earth in preparation for the 1,600 condos and town houses that Lennar wants to build on this sunny hillside, which has views of the bay and the rest of the shipyard.

The shipyard’s other five parcels are still part of a federal Superfund site, despite having undergone years of decontamination. Black tarps cover piles of soil that have been tagged as contaminated, and recently, radiological deposits were found in the sewers and soil. The Navy is still cleaning up a long list of nasty toxins, including PCBs and solvents, on Parcels B through F, the land Newsom now wants the city to take over so that it can hastily build a stadium for the 49ers.

But the minister’s request to relocate the MUI isn’t inspired by fear of Navy-related contamination or the impact of a stadium on the neighborhood but rather by the reality that asbestos is naturally present in this hillside and Lennar’s excavation work on the other side of the school’s chain-link fence has been kicking up dust for almost a year.

It’s not that Lennar and the city didn’t know about the asbestos. In April 2000 the environmental impact report for the shipyard reuse noted, "Because asbestos-containing serpentinite rock occurs at Hunters Point Shipyard, construction-related excavation activities could cause chrysotile asbestos associated with serpentinite to become airborne, creating a potentially significant impact to public health and safety."

So when Lennar proposed demolishing abandoned housing and roads and grading and transferring massive amounts of earth on Parcel A, the Bay Area Air Quality Management District demanded an asbestos dust mitigation plan that included sweeping and watering the construction sites and making sure that vehicle tires are washed before drivers exit.

The state Asbestos Air Control Toxic Measure also stipulates that if a school lies within a quarter mile of a construction site, local air districts can require developers to install asbestos dust monitors and shut down their sites whenever asbestos registers 16,000 fibers per cubic meter. The state requires these extra steps because children have higher metabolisms, growing lungs, and longer life expectancy. Plus, they’re lower to the ground and are likely to run, skip, hop, and play ball games that kick up dust.

Although Lennar agreed to abide by the air district’s requirements, the developer failed to properly implement this plan for more than a year.

The air district’s records show that Lennar’s environmental consultant, CH2M Hill, failed to include any air monitoring in its original plan for Parcel A, which is odd because the school is obvious to anyone who visits the site. It was only when the air district pointed out the existence of the Hunters Point Boys and Girls Club, the Milton Meyer Recreation Center, and the MUI, all within the quarter-mile limit, that Lennar agreed, at least on paper, to what the air district describes as "one of the most stringent asbestos dust mitigation plans in the state."

The plan combines the air district’s asbestos requirements with the city’s demands that Lennar limit "ordinary dust" that can cause respiratory irritation and aggravate existing respiratory conditions, such as asthma and bronchitis. Lennar agreed to implement the plan in the summer of 2005 and determine background levels of dust and toxins at the site before work began in the spring of 2006.

But that didn’t happen. For 13 months there is no data to show how much asbestos the MUI students were exposed to, neither for the 10 months before construction started on the cleared site nor for the first three hot and dusty months when Lennar’s subcontractors began massive earth-moving operations next to the school.

You’d think that after these failures became public knowledge, a devastated Lennar would have gotten a black eye and perhaps fired the subcontractors involved. Failing to protect children in a community that’s been the repeat victim of environmental injustice is a public relations nightmare, particularly in a part of town where distrust of redevelopment runs deep, thanks to the travesties in the Fillmore in the 1960s, followed by the city’s recent rejection of a referendum to put the Bayview–Hunters Point Redevelopment Plan to a public vote.

But while Lennar’s executives finally did the right thing last August by alerting the air district and replacing CH2M Hill, they didn’t release their two other subcontractors, Gordon Ball and Luster, nor did they sufficiently rein them in when violations continued, critics have testified at agency meetings.

And instead of apologizing to the air district and the city’s Department of Public Health for making them look like impotent fools, Lennar executives pushed back, contending that asbestos monitoring wasn’t necessary until May 2006 and that they didn’t need to water the tires of private vehicles.

They even listed economic rationalizations for the screwups that did happen. According to a memo marked "confidential" that the Guardian unearthed in the air district’s files, written by the air district’s inspector, Wayne Lee, Lennar stated, "It costs approximately $40,000 a day to stop grading and construction activity" and "Gordon Ball would have to idle about 26 employees on site, and employees tend to look for other work when the work is not consistent."

Meanwhile, the Department of Public Health was left reeling. Environmental health director Dr. Rajiv Bhatia told us, "It was very disappointing. We worked very hard. We wanted this system to be health protective. Whenever things don’t work, it takes time to get back to levels of trust. This hurts trust and credibility."

In September 2006 the air district issued Lennar a notice of violation for the period of July 14, 2005, through Aug. 3, 2006. Lee wrote that vegetation removal on the site "disturbed the soil and in some cases, likely resulted in dust." He also made it clear that "any track onto common roads could be tracked out to public thoroughfares and create asbestos dust plumes."

Lennar’s fines have yet to be determined, but they could reach into millions of dollars. State fines for emitting air contaminants range from $1,000 a day, if the violation wasn’t the result of intentional or negligent conduct, to $75,000 a day, if the conduct was deemed willful and intentional.

But as the air district weighs the evidence, one thing’s for sure: this wasn’t an isolated case of one set of monitors failing or one subcontractor screwing up. This case involves numerous violations and three subcontractors, two of which — Gordon Ball and Luster — are still working next to the MUI (neither company returned our calls).

Records show that once Lennar fired its environmental compliance subcontractor, CH2M Hill, properly installed monitors immediately detected asbestos dust, triggering 15 health-protective shutdowns during the course of the next six months. From these results, is it reasonable to conclude that had Lennar got its monitoring right from the beginning, further shutdowns would have cost Lennar’s construction subcontractors even more truckloads of money, as would have adequate watering of the site, which they didn’t get right for months?

So far, the only explanation for the watering deficiencies has come from Kofi Bonner, president of Lennar Urban for Northern California, who told the Redevelopment Agency, "Given the hilly terrain, it can only be watered enough so as not to create difficult conditions for the workers going up and down the site."

Lennar didn’t finally start to really control its subcontractors until January, when Lennar ordered Gordon Ball and Luster to "replace two site superintendents with new personnel who must demonstrate environmental sensitivity in conducting their work," according to public records.

MIAMI VICE


Headquartered in Miami Beach, Fla., Lennar began in 1954 as a small home builder, but by 1969 it was developing, owning, and managing commercial and residential real estate. Three years later it became a publicly traded company and has been profitable ever since, spinning off new entities.

Lennar Urban is one such venture. Established in 2003 to focus on military-base reuse, Lennar Urban recently produced a glossy brochure in which it proclaimed, "Military base reuse is our business — this is what we do."

Military-base development may be good business — but it isn’t always such a good deal for cities, particularly when communities don’t end up receiving what was promised on the front end.

In November 2006, Lennar announced it wouldn’t build any rental homes in its 1,600-unit development at the Hunters Point Shipyard. The Redevelopment Agency had originally approved a plan for 700 rental units on the 500-acre site, but Lennar said rising construction costs make rentals a losing investment.

Also in November, Arc Ecology economist Eve Bach warned the Board of Supervisors that Lennar’s public-benefits package for Treasure Island could be seriously compromised.

The package includes 1,800 below-market affordable housing units, 300 acres of parks, open space and recreational amenities, thousands of permanent and construction jobs, green building standards, and innovative transportation.

Bach summed up these proposals as "good concepts, uncertain delivery" and noted the discrepancy between Lennar’s stated desire for a 25 percent return and Budget Analyst Harvey Rose’s conservative prediction of an 18.6 percent return.

"Particularly at risk of shortfalls are transit service levels, very-low-income housing, and open-space maintenance," Bach warned.

With community benefits up in the air, high profits expected, and Lennar’s ability to regulate developers uncertain, many community activists question just what San Francisco is getting from the company.

"I can’t say that Lennar is trustworthy, not when they come up with a community benefits package that has no benefit for the community," activist Marie Harrison said. "I’d like to be able to say that the bulk of our community are going to be homeowners, but I resent that Lennar is spoon-feeding that idea to folks in public housing who want a roof over their heads and don’t want to live with mold and mildew but don’t have jobs or good credit or a down payment. I’ve heard seniors say, ‘I can’t even afford to die.’ Lennar is not being realistic, and that hurts my feelings and breaks my heart."

SHOE-IN


The story of Lennar and Muhammed University of Islam underscores the problems with a system that essentially relies on developers to regulate themselves. Bay Area Air Quality Management District records show officials didn’t know monitoring equipment at the site wasn’t working until August 2006, when Lennar discovered and reported the problem.

Lee reported after an Aug. 31, 2006, meeting with CH2M Hill staff, "They were not confident that the air sampling equipment was sampling correctly, due to faulty records and suspect batteries. CH2M Hill staff discovered depleted batteries and could not determine when they drained."

The air district’s air quality program manager, Janet Glasgow, told the Guardian, "The district had never been in this situation before, in which a developer, Lennar, came in and self-reported that they discovered a problem with their monitoring — something the district would never have been able to determine."

Worrisome as Glasgow’s statement is, there’s also the possibility that CH2M Hill’s failures might never have come to light had it not been for the city’s decision to demand another layer of dust controls. As Department of Public Health engineer Amy Brownell said, her inspectors were witnessing trails of dust firsthand, yet CH2M Hill’s monitors kept registering "non-detect" around asbestos.

"Which was suspicious," Brownell told us, "since they were doing massive earthwork."

Saul Bloom, who is executive director for Arc Ecology, a local nonprofit that helps communities plan for base closures and cleanups, told us he recalls "waiting for the first shoe to drop, wondering how there could be no work stoppages when Lennar was digging up a hillside of serpentinite."

The other shoe did drop shortly after the August 2006 meeting. It was black and well polished and attached to the foot of Muhammed, who began questioning whether the dust wasn’t harming his students.

But Muhammed found his questions weren’t easy to answer, given that Lennar had failed to monitor itself and therefore lacked the data that could have proved no harm was done, a scary situation since health problems from asbestos exposure don’t generally manifest themselves until many years later.

Those questions raised others about Lennar and whether it should be trusted to self-regulate.

DÉJÀ VU


In December 2006, Redevelopment Agency Commissioner Francee Covington asked Lennar’s environmental manager, Sheila Roebuck, if the company had any asbestos issues at other projects in the nation. Roebuck replied no, not to her knowledge.

But the Guardian has learned that Lennar already had problems with naturally occurring asbestos in El Dorado. The problems concerned dynamiting in hills that were full of naturally occurring asbestos and resulted in a $350,000 settlement in November 2006. The case involved two El Dorado Hills developers, Angelo K. Tsakopoulos and Larry Gualco, and their earthmoving subcontractor, DeSilva Gates Construction of Dublin.

As part of the terms of the settlement, the county agreed, at the behest of the developers, to make their earthmoving contractor, DeSilva Gates, who provided the dynamite, solely responsible for the settlement. Accused of, but not formally charged with, 47 violations of air- and water-pollution laws is West Valley, a limited liability company composed of Lennar Communities of Roseville, Gualco, and Tsakopoulos’s AKT Investments of Sacramento, with Lennar managing the LLC and AKT acting as the investor.

But as the Sacramento Bee‘s Chris Bowman reported, El Dorado Air Quality Management District head Marcella McTaggart expressed her displeasure directly to Lennar Communities, writing, "We are very disappointed to note that the agreed-upon measures to minimize … dust were completely disregarded by your company."

McTaggart’s words bear an eerie resemblance to Bhatia’s comments about how Lennar’s failure to protect the public heath "hurts trust and credibility."

"Ultimately, I’m very interested in being able to talk to the families and children who believe they have been harmed," Bhatia told us. "I want to help with people’s uncertainties and fears."

LEGAL PROBLEMS


Uncertainty and fear were on display at the Redevelopment Agency’s December 2006 meeting when Muhammed claimed that serpentinite, arsenic, and antimony had been found on his students and staff through "resonance testing."

Lung cancer experts doubt that methodology, telling us the only way to detect serpentinite in bodies is by doing an autopsy.

Following the minister’s claims, a rattled Bonner told the Redevelopment Agency, "Lennar cannot continue to be accused of covering something up or willfully poisoning the community because of profits. Lennar is a national public company, and the accusations and allegations are very serious."

Unfortunately for Lennar and the city, the company’s failures to monitor and control dust have left both entities exposed, since they formed a limited liability company without extensive resources, Lennar BVHP, to conduct the shipyard cleanup.

This exposure became even more evident when Muhammed returned to the Redevelopment Agency Commission in January with 15 MUI students in tow to ask for a temporary shutdown of Lennar’s site until a permanent relocation of the school had been worked out.

"It doesn’t seem proper to have peace discussions while the other side is still shooting," Muhammed said.

His relocation request got Bayview–Hunters Point community activist Espanola Jackson raising more questions: "OK, but where are the other residents going? How can you displace them? Have the residents on Kiska Road been notified? Or on Palou? Nope. You give people dollars to do outreach, but they don’t come to my door. Someone is being paid to not give the truth."

Scott Madison, a member of the Hunters Point Shipyard Citizens Advisory Committee, who’d observed large excavation machines breaking rock but not using water or any other dust controls, said, "I don’t understand how Lennar, who I believe has a sincere interest in doing right, can continue to have a contractor who is out of control."

Bonner explained that Lennar sent notices of default to its subcontractors and hired people from the community to be monitors, plus installed a secondary level of consultants to monitor contractors. But when Redevelopment Agency commissioner London Breed expressed interest in releasing the old contractor and hiring a new one, the agency’s executive director, Marcia Rosen, chimed in.

"Our agreement," Rosen said, "is not with the subcontractor. Our agreement is with Lennar." Her words illustrated the agency’s impotency or unwillingness to crack the whip over Lennar and its subcontractors. But when Lennar Urban vice president Paul Menaker began to explain that its contractors have a 10-day cure period, it was too much for Commissioner Covington.

"We’re way past that," Covington exploded. "We’re not hams!"

EXPLODING HAMS


Perhaps they’re not hams, but the commissioners’ apparent inability to pull the plug on Lennar or its subcontractors leaves observers wondering how best to characterize the relationship between the agency, the city, the community, and Lennar.

Redevelopment Agency commissioners have been appointed either by Mayor Gavin Newsom or his predecessor, the consummate dealmaker Willie Brown. But the incestuous web of political connections goes even further.

Newsom is Speaker of the House Nancy Pelosi’s nephew by marriage. Newsom’s campaign treasurer is another Pelosi nephew, Laurence Pelosi, who used to be vice president of acquisitions for Lennar and now works for Morgan Stanley Real Estate, which holds Lennar stock.

Both Newsom and Laurence Pelosi are connected to lobbyist Darius Anderson, who hosted a fundraiser to pay off Newsom’s campaign debts. Anderson counts Lennar as his client for Treasure Island, Mare Island, the Hunters Point Shipyard, and Candlestick Point, another vast swath of land that Lennar controls.

Brown’s ties to the agency and Lennar run equally deep, thanks in part to Lennar’s Bonner, who was Brown’s former head of economic development and before that worked for the Redevelopment Agency, where he recommended hiring KPMG Peat Marwick to choose between Catellus, Lennar, and Forest City for the Hunters Point project.

KPMG acknowledged all three were capable master developers, but the commission decided to go with the most deep-pocketed entity.

Clearly, Lennar plays both sides of the political fence, a reality that suggests it would be wiser for cities to give elected officials such as the Board of Supervisors, not mayoral appointees, the job of controlling developers.

DAMAGE CONTROL


Under the current system, in which Lennar seems accountable to no one except an apparently toothless Redevelopment Agency, you can’t trust Lennar to answer tough questions once it’s already won your military base.

Asked about asbestos at the Hunters Point Shipyard, Bonner directed the Guardian‘s questions to veteran flack Sam Singer, who also handles PR for Ruby Rippey-Tourk. Singer tried to dodge the issue by cherry-picking quotes, beginning with a Dec. 1, 2006, letter that the city’s health director, Dr. Mitch Katz, sent to Redevelopment’s Rosen.

Katz wrote, "I believe that regulatory mechanisms currently in place for Shipyard Redevelopment are appropriate and adequate to protect the public from potential environmental hazards."

The assessment would seem to be at odds with that of Katz’s environmental health director Bhatia, who has been on the frontline of the asbestos fallout and wrote in a Jan. 25 letter, "The failure to secure timely compliance with the regulations by the developer and the repeated violations has also challenged our credibility as a public health agency able and committed to securing the regulatory compliance necessary to protect public health."

Singer also quoted from a Feb. 20 Arc Ecology report on asbestos and dust control for Parcel A, which stated, "Lennar’s responses have been consistently cooperative." But he failed to include Arc’s criticisms of Lennar, namely that its "subcontractors have consistently undermined its compliance requirements," that it has "not exercised sufficient contractual control over its subcontractors so as to ensure compliance," and that it was "overly slow" in implementing an enhanced community air-monitoring system.

Singer focused instead on Arc’s observation that "there is currently no evidence that asbestos from the grading operation on Parcel A poses an endangerment to human health and the environment."

Lack of evidence is not the same as proof, and while Arc’s Saul Bloom doesn’t believe that "asbestos dust is the issue," he does believe that not moving the school, at least temporarily, leaves Lennar and the city liable.

"They formed a partnership, protective measures didn’t happen, the subcontractors continue to be unreliable, and dust in general continues to be a problem," Bloom told us.

Bloom also recommends the Redevelopment Agency have an independent consultant on-site each day and bar contractors who screw up. "Without these teeth, the Redevelopment Agency’s claims that they have enforcement capabilities are like arguments for the existence of God."

Raymond Tompkins, an associate researcher in the Chemistry Department at San Francisco State University and a member of the Remediation Advisory Board to the Navy who has family in Bayview–Hunters Point, says what’s missing from the city’s relationship with Lennar is accountability, independence, and citizen oversight.

"If you can’t put water on dirt so dust doesn’t come up, you can’t deal with the processes at the rest of the shipyard, which are far more complicated," says Tompkins, who doesn’t want the Navy to walk away and believes an industrial hygienist is needed.

"The cavalier attitude around asbestos dust and Lennar at the shipyard fosters the concerns of the African American community that gentrification is taking place — and that, next stop, they are going to be sacrificed for a stadium." *

A downtown tax for free buses

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EDITORIAL Free Muni is a great idea. It’s an even better — and more realistic — idea if the mayor is willing to support a tax on downtown office buildings to pay for it.

That’s what Mayor Gavin Newsom needs to be talking about — and if he doesn’t, the supervisors need to push the idea.

We’ve been calling for free Muni since at least 1993, when we ran a cover story explaining how the idea would work. It’s always made sense for San Francisco: eliminating bus fares would encourage more people to get out of their cars, which would eliminate traffic congestion, pollution, and safety problems and set a standard for fighting global warming. Without having to worry about fare collection, drivers could move the buses along faster (and pay more attention to driving). And the city would save a lot of money that’s currently spent collecting and counting fares and monitoring fare cheats.

Besides, as we pointed out back then, it’s a great economic boost for the city: if all the people who currently pay $45 a month for a fast pass could hold on to that money, millions of dollars in consumer spending would likely be pumped into local business.

But here’s the rub: Muni collects about $138 million in fares every year — and the system needs more money, not less. Free Muni will inevitably spur more ridership — that, after all, is the whole point — so the cost of operating the system will rise even further. The city doesn’t exactly have $138 million in extra General Fund cash to throw around. So there has to be a new source of revenue to fund this plan.

So far Newsom hasn’t said a word about that — which is all too typical. The mayor loves to advance all sorts of ideas without explaining how the city’s going to pay for them. And then, not surprisingly, a lot of his plans never go anywhere.

But in this case there’s an excellent way to make the numbers add up. For more than 30 years, San Francisco activists have been promoting the idea of a special tax district downtown, with revenue going directly to Muni. It’s got political and economic logic: a significant amount of Muni’s operational budget goes to ferrying workers to office buildings in the Financial District, and since those buildings tend to be vastly undertaxed (thanks to Proposition 13), the city ought to levy a special fee every year to help underwrite transportation.

San Francisco has about 80 million square feet of commercial office space in the central downtown core. An annual tax of as little as $2 per square foot would provide more than enough money to cover the cost of free bus service citywide. The money would come from those most able to pay — building owners and the (typically) large, wealthy businesses that rent downtown. The benefits would go to the (typically) less-wealthy people who ride the buses every day.

It’s green, it’s fair, it’s creative, it’s economically sound — all the things Mayor Newsom likes to talk about. All he has to do is announce a proposal to pay for free Muni with a downtown tax district, and his plan might actually have a chance of working. Since that’s unlikely, we urge the supervisors to take up the initiative: yes, let’s have free Muni — and let’s make downtown pay for it. *

The ethics of flacks

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› steve@sfbg.com

They go by many names: public relations professionals, spokespeople, public information officers, press secretaries, liaisons, public affairs practitioners, press agents, or — the widely used slang — flacks. They are the gatekeepers of records and access to their powerful bosses, either a conduit or barrier for those seeking information.

A spotlight was shined on the role of flacks in San Francisco last month when Peter Ragone, then the influential press secretary for Mayor Gavin Newsom, was caught posting comments under fake names on some local blogs and then lying about it to journalists.

The incident prompted Board of Supervisors president Aaron Peskin to call for Ragone’s ouster (which Newsom resisted, before last week transferring Ragone to his reelection campaign team, where he’s not dealing directly with the press or public) and to craft legislation creating standards of conduct for the city’s public information officers.

"There are bright ethical lines that cannot be crossed," Peskin told the Guardian. "Passing this is a wake-up call to people so busy playing politics that they’ve forgotten their moral responsibility."

The code calls for the city’s public information officers to be honest and accessible and to "advance the free flow of accurate and truthful information to the public and the press."

The legislation, which will soon be heard in the Rules Committee before going to the full board, notes that "it is critically important that Public Information [Officers] are viewed by citizens and the media as honest and trustworthy brokers of information" and "deception and disinformation severely damages the public trust and limits the City’s ability to serve the public."

Many activists and journalists say that’s a serious problem right now, particularly in the Mayor’s Office of Communications, which has become known for aggressively pushing deceptive political spin and repeatedly blocking the release of public documents, according to rulings by the Sunshine Ordinance Task Force. In addition to Ragone, deputy press secretary Jennifer Petrucione is widely seen by those she deals with as a less than forthright and forthcoming broker of information.

But new press secretary Nathan Ballard, whose first day was March 5, said he supports the Peskin legislation and promises to maintain high ethical standards. "My overall philosophy is I’d like an accessible press office. You should be able to get the information you need with dispatch," he told us. "The public has a right to receive information from us that is true, accurate, and fair."

He made a distinction between private-sector public relations people and public-sector information officers, noting that the latter should be held to a higher standard of conduct because they work for taxpayers, not corporations or just politicians. It was a point echoed by City Attorney’s Office spokesperson Matt Dorsey, one of the most widely respected flacks in San Francisco.

"I have a duty to taxpayers and citizens to provide information, whether it’s good for my client or not," Dorsey told us. "Even when you’re working for an elected official, it’s the taxpayers who pay you."

Dorsey accepts that it’s the nature of the job and a free democratic society that sometimes his boss will take lumps in the press, but he said, "I will never hold it against a journalist for portraying the city attorney as a bad guy when we do look like the bad guy."

Eileen Shields, spokesperson for the Department of Public Health, agreed: "I don’t think of my client as the Department of Public Health of Mitch Katz. I think of it as the people of San Francisco."

But other flacks, such as the Metropolitan Transportation Commission’s Maggie Lynch, have a more adversarial relationship with the press and have been known to chew out journalists who write unflattering stories, although she agrees that flacks should maintain high ethical standards.

"It’s my job to point out what’s good about what the agency does," Lynch told us. "I pride myself on my directness and my honesty…. I think the standards should be the same for reporters and public information officers, that you need to be honest."

As the tenor of her comments indicates, there can be a dynamic tension between flacks and journalists that sometimes gets testy. And that can be exacerbated when the flack works for an agency under strong public scrutiny, such as Muni or the Mayor’s Office.

That’s why Peskin said his code is important. "Transparency in an electoral democracy is what keeps the system honest," said Peskin, who agreed that the issues associated with the Mayor’s Office of Communications go beyond the lie Ragone told about his blogging. "There is no question the Mayor’s Office has repeatedly failed to adhere to the Sunshine Ordinance."

Without commenting on the past, Ballard pledged to cooperate in the future. "We will comply with the spirit and the letter of the Sunshine Ordinance."

In addition to Peskin’s legislation, City Attorney Dennis Herrera has announced a new program that offers expanded training for the city’s flacks, covering Sunshine Ordinance compliance, legal guidance, and ethical guidelines. "It would be up to policy makers whether they want to make it mandatory," Dorsey said.

Ironically, the Guardian attempted to interview someone from the Public Relations Society of America (whose code of conduct Peskin incorporated into his legislation) for this story, but we were unsuccessful despite days of trying. Judy Voss, the contact person listed in its code of ethics, referred me to Janet Troy, the vice president of public relations, who spent 10 minutes asking me questions about the questions I had and said she would have someone get back to me. Despite several days of my calling and e-mailing her, neither she nor anyone from the PRSA got back to me by press time.

Luckily, there are alternatives to the PRSA. The National Association of Government Communicators has an even stricter code of conduct for public-sector flacks. It includes this central tenet: "We believe that truth is inviolable and sacred; that providing public information is an essential civil service; and that the public-at-large and each citizen therein has a right to equal, full, understandable, and timely facts about their government." *

Editor’s Notes

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› tredmond@sfbg.com

It’s funny: the transcontinental railroad was born in San Francisco, and it transformed California. But the West Coast has pretty much lost the train thing. You want to go from here to Los Angeles, there are pretty much two choices: you can fly or you can drive. In theory, you can ride Amtrak, and I’ve done it, but it doesn’t run very often and takes about 12 hours. Fun, if you like that sort of thing, but not at all practical.

But on an early Sunday morning last week, I was traveling from Washington, DC, to Philadelphia, and between 8 a.m. and noon there were about half a dozen trains running on that route. The high-speed Acela got me to Philly in 90 minutes, downtown to downtown, way faster than I could drive. Another hour or so, and I could have been in Manhattan.

There are flights from Washington, DC, to New York, but these days it seems kind of silly to fly: by the time you arrive at the airport, get through security, go up, go down, deplane, and get from the airport to the city, you’re well beyond three hours. The train’s way cheaper too.

Yeah, I love trains (actual legroom, no seat belt signs, scenery, bar cars), so I’m biased, but it seems silly that California is spending billions of dollars on highway projects (including a new bore for the Caldecott Tunnel, a colossal waste if there ever were one), and we still aren’t talking seriously about high-speed rail to Los Angeles, which would probably bring more environmental and economic benefits than all of the other transportation projects in the state put together.

There are plenty of reasons to wring your hands over Assemblymember Mark Leno’s decision to challenge incumbent state senator Carole Migden in 2008. The race will almost certainly be bitter and ugly; both sides have an incentive to go negative. It could split the queer community, leave progressives wondering whom to support, and turn political allies into enemies.

Or maybe it won’t: I wonder if San Francisco’s progressive community is mature enough today to handle this without any bad long-term impacts. Some of the city’s left leaders will back Leno, and some will back Migden, but in the end, neither one of these candidates is the enemy, and if everyone keeps a sense of perspective (the way we were able to do in the District 5 race in 2004), it doesn’t have to be a bloodbath.

I realize that Leno is running in part because of term limits, which might not be the most noble of motivations. And I’m against term limits. But there’s actually a reason to be happy about this race: it’s a demonstration that old-style machine politics is dead in San Francisco.

Ten years ago this race would never have happened. Willie Brown was in charge — really in charge — and no local Democrat would have dared to defy his will. Brown didn’t like contested races between Democrats, and he would have told one of the two candidates to back off, and that would have been that.

We live in a different political world now. Mayor Gavin Newsom will probably support Leno, but he has way too much on his mind right now to be involved in any kind of backroom deal. Neither Migden nor Leno has the kind of clout to scare the other away, and nobody else in this town does either.

Democracy isn’t always pretty, but after living under the machine for a couple of decades, I find this almost refreshing. *

Bad day for board conservatives

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By Steven T. Jones
Sup. Sean Elsbernd is the smartest conservative on the Board of Supervisors, but he may now be regretting his latest effort to challenge city spending. This afternoon, he took issue with a $642,000 budget appropriation intended to offset federal cuts in funding for AIDS programs. Given the city’s commitment to provide universal health care this year, Elsbernd said, “We need to be very cognizant of how we spend Department of Public Health money.” He wasn’t convinced that the programs actually needed the money, a stand that drew impassioned replies from several supervisors in defense of the city’s barely adequate response to this deadly epidemic. Ultimately, only newbie Sup. Ed Jew joined Elsbernd in voting against giving more money to help fight AIDS in San Francisco, a stand that probably took more balls than brains.
It wasn’t a banner day for the board conservatives. Jew also lost on his effort to send back to committee a proposal by Sup. Jake McGoldrick to ask the Municipal Transportation Agency to reduce the price of MUNI Fast Passes for 18-24 year olds. On Feb. 21, Jew and McGoldrick were the only members present on the City Operations and Neighborhood Services Committee because Sup. Michela Alioto-Pier was absent once again. The two men deadlocked on whether to pass the measure on the full board, so McGoldrick later exercised his right to get the signatures of three other supervisors and call the measure to the full board. This prompted Jew to write a petulant commentary in today’s Examiner. McGoldrick was willing to continue the matter for a week (which the board ultimately did) so there wouldn’t be an appearance of trying to avoid a full public debate, but Jew and Alioto-Pier insisted on sending it back to committee. It was a fairly audacious stand for Alioto-Pier, who has by far the worst attendance record on the board, but hardly surprising. Jew, for his part, once again proved himself a quixotic and ineffective rookie. But hopefully he’s learning his lessons.