Bicycles

Feast: A refulgence of pizza

-
0

› paulr@sfbg.com

You might think a city with broad and deep Italian roots would be a city with great pizza, and you’d be right — if you were thinking of New York or Chicago, havens of thin crust and deep-dish, respectively. But San Francisco? Despite the obvious Italian character of this town, despite its being named for an Italian saint, Francis of Assisi, pizza here has long tended to be a little rummy, as the English are wont to put it — and the English know from rummy food, and especially from rummy pizza. Pizza in England? Let’s get some fish onto bicycles.

The crusts of too many of our local pies have tended to be too thick, bready, or spongy, and they’ve often turned soggy from too much sauce. Toppings have been relied on to make up in point-warping bulk what they lack in inherent interest; sausage has generally meant Italian sausage, reeking of fennel seed, with mushrooms of the button variety, presliced and quite possibly frozen, and the highly suspect cheese an industrial-process mozzarella. Then there is the terrible take-out question: it doesn’t help any pizza to be birthed from a cardboard box, after a long gestation period in a car driven by a teenage delivery boy with pimples.

Even in the dark ages of pizza, of course, when bad pizzas were enjoyed with bad pizza wines poured from ignominious jugs, there were points of light, monasteries of wondrousness. When Rose Pistola (532 Columbus, SF; 415-399-0499, www.rosepistolasf.com) opened in North Beach in the mid-1990s, the place was almost instantly notable for the pizza-style flatbreads emerging from the wood-fired oven, whose smoky perfume filled the entire restaurant. Crusts were elegantly thin and crisp, while toppings were imaginative without becoming silly and were laid on with some judiciousness. Restaurant LuLu (816 Folsom, SF; 415-495-5775, www.restaurantlulu.com) too had it going on, with first-rate pies emerging from its wood-fired oven (were we seeing the beginnings of a pattern there?), including one with an unforgettable topping of calamari. And over in the Gold Coast, toward the frenzied end of the 1990s, you could find a first rate tarte flambé — an Alsatian pizza, finished with blue cheese and caramelized onions, at Adi Dassler’s gorgeous if dot-commie–swamped (and now defunct) MC2.

And so it went. If you wanted good pizza, you could get it, but you’d have to go to one of just a few pretty nice restaurants with white-linen napkins, and you’d pay. While doubtless these places were flattered by your interest in their pies, they were also hoping you were interested in, and would order, something more, something pricier. Lately, though, one has noticed a definite surge in artisanal pizza and in pizza for its own sake.

The renaissance might have begun in the Marina, of all places, with the opening of A16 (2355 Chestnut, SF; 415-771-2216, www.a16sf.com) in the space (with a wood-fired oven!) long occupied by Zinzino. A16’s inaugural chef was an authentic pizzaiolo, certified by Neapolitan authorities, and although the restaurant offered a full menu of dishes that owed much to the Italian region of Campania, you could go there for pizza and not be ashamed.

The pizza-friendly trend among full-spectrum restaurants has only accelerated. At La Ciccia, which opened two years ago in Upper Noe Valley, the pizza (like the rest of the food) has a Sardinian slant, and in a retrograde pleasure, you get to butcher the pies yourself, with a steak knife. And at the freshly opened Farina (3560 18th St., SF; 415-565-0360), in the Mistro, you can treat yourself to a Ligurian-style flatbread that’s as good as any thin-crust pizza you’d find in New York’s Little Italy.

But the real revolution has been the blooming of pizzerias, restaurants that emphasize pizza but not take-out pizza (though takeout, box and all, tends to be available at them). Rome is full of such places, and such places are usually full of Romans, sitting at sidewalk tables in the warm evenings with sweaty bottles of Nastro Azzurro beer, waiting for their pies. Maybe our dearth of mild evenings helps explain our dearth of pizzerias, or maybe it’s the lack of Nastro Azzurro. But if evenings haven’t grown balmier around here, the shortage of pizzerias appears to be ending.

Our first stop is Pizzetta 211 (211 23rd Ave., SF; 415-379-9880, www.pizzetta211.com), which has been packing them in for several years despite the un-Roman fog that so often shrouds its Richmond neighborhood. Fog or no, you can sit, Roman-style, at sidewalk tables at Pizzetta 211 — and you might have to, since the pizzeria occupies a modest storefront and most of the space is given over to the kitchen. There are just a few tables, along with a counter set with a globe of olives and books about Italian wine, and the indoor seats fill up quickly. The pizzas themselves have a Zuni-like quality, or perhaps it’s more accurate to say that the pizzas are the sorts of pizzas you’d expect to find at Zuni, if Zuni were a tiny pizzeria deep in the Avenues. Organic ingredients are stressed, and each pizza crust is tossed by hand while you watch. Hunger pangs while you wait? Nibble some olives.

The highest profile of new pizzerias has to be Pizzeria Delfina (3621 18th St., SF; 415-552-4055, www.delfinasf.com), which opened three summers ago next door to the mother ship, Delfina, in a tight space appealingly trimmed with stainless steel, blond wood, and plenty of glass. If Pizzetta 211 is urban rustic, with a certain bohemian air, then Pizzeria Delfina is modern Milanese: chic, sleek, slim, knowing. The place was a scene from the moment it opened, and while the sidewalk tables (within little stainless-steel corrals) help alleviate overcrowding inside, they also raise the watch-me factor. It’s almost like a cruise bar, except with pizza, and the pizza is superior: wonderfully thin, with blistered crusts and toppings both innovative and traditional. And there is a wealth of well-conceived, well-made side dishes that emphasize our local trinity: seasonal, local, organic.

A little homier is Gialina (2842 Diamond, SF; 415-239-8500, www.gialina.com), which opened earlier this year in the Glen Park village center. That village center has been utterly transformed in the past few years by the arrival of such concerns as Canyon Market — a kind of cross between Whole Foods, Rainbow, and Bi-Rite — and Le P’tit Laurent, an au courant French bistro, and Gialina reflects the new ethic. The clientele appears to be young and well-off; more than a few have small children. Gialina accommodates the tot community and is the noisier for it, but the pizzas — not quite round, not quite square — are more than enough to compensate. Crusts are brilliantly thin, and toppings tend toward the seasonal and eclectic (green garlic in springtime, say). They’re also bold. If the menu says that some combination is spicy, take this seriously. Gialina also offers a few nonpizza dishes, including antipasti and a nightly roast of some sort, but pizza is the main attraction.

Far across the city, in the onetime industrial wasteland of Dogpatch, we find yet another avatar of first-class pizza. The purveyor’s name is Piccino (801 22nd St., SF; 415-824-4224, www.piccinocafe.com), which suggests smallness, and the place is indeed small: no more than a few seats bigger than Pizzetta 211, if that, and much of the space likewise given over to the kitchen. And — again likewise — there’s sidewalk seating. Since the weather in Dogpatch can actually be warm and sunny from time to time, with little or no wind, eating alfresco isn’t quite the exercise in chilled futility it can be in the city’s more windward quarters.

Piccino is, perhaps, slightly less a pure pizzeria than Pizzeria Delfina and Gialina. Or we might say the menu is pizza-plus. In the evenings, particularly, the cooking broadens to a wider palette of Franco-Italian dishes, and you might have a brief vision of being at some junior offshoot of Slow Club. Then the neighbors start showing up to claim their take-out pies, duly boxed — pies topped with arugula, maybe, and speck (a smoked prosciutto-style ham), or maybe with just tomato sauce, mozzarella, and basil (the faithful margherita pizza) or capers, black olives, and anchovies (a Neapolitan-style pie). Crusts, of course, are wafer-thin and crisp.

The horse having galloped from the barn, let me now pointlessly close the door by disclosing that I prefer, strongly, obviously, thin-crust pizza. It is more elegant, less starchy, and harder to make well. Also, it does not thrive in boxes, which means it is, in a sense, as perishable as a delicate piece of fruit. A good thin-crust pizza has to come right out of the oven and be hurried to the table, where people are eagerly waiting. Anticipation is one of life’s most impressive pleasures, especially when the pleasure we’re anticipating is subject to rapid depreciation. The moment will pass, the ship will sail, we made the train or we missed the train, and the crust is soggy, and we will have to wait until next year — or if not next year, a little while, at least.

I like deep-dish pizza too, though it resembles a macho quiche at least as much as pizza and has never been much of a player here. Zachary’s (1853 Solano, Berk.; 510-525-5950, www.zacharys.com) wins regular plaudits, and even people I know who’ve lived in Chicago and eaten Lou Malnati’s deep-dish pizza speak respectfully of it. This must count for something. On the other hand, competition is minimal. For some years, the Chicago chain Pizzeria Uno operated an outpost on Lombard; I went once and found it satisfactory in the way that McDonald’s cheeseburgers in London are satisfactory: the food is a recognizable and edible simulacrum of the authentic item, a credible counterfeit. The Uno on Lombard closed and became something else. Deep-dish pizza remains a mystery here. Thin is the word.*

Now recycling is the problem

-
0

By Tim Redmond

The latest installment in the San Francisco Chronicle’s war on the homeless is pretty insane. According to C.W. Nevius, the Haight Ashbury Neighborhood Council’s recycling station is part of the problem and perhaps ought to be shut down.

Think about this for a second: Homeless people have had their general assistance and SSI benefits cut repeatedly. G.A., thanks to Care not Cash, is down to almost nothing. So how are these folks supposed to eat (much less ever find a place to live)?

Some of them do a bit of real work: They go around town and collect bottles and cans, some of which would otherwise be unsightly garbage. Some of the cans and bottles also came out of people’s blue bins, and would otherwise by recycled (for money) by the private garbage company, which is quite profitable anyway; I’m not going to cry about that sort of “theft.”

So these folks haul the bottles to the recycling center and get a few bucks, which, as the Chron even admits, often goes immediately for (imagine this!) food. I bet some of the remaining money sometimes goes for booze or drugs. (Some of my remaiming money every week goes for booze, too, and I know a few highly upstanding citizens who spend some of their disposable cash on the ol’ Evil Weed. I don’t think this signals the imminent decline of society.)

Here’s my question: What would the opponents of the HANC recycling center do — deny the can-collectors their money? Because here’s what would happen: More aggressive panhandling. More petty theft. Car windows broken and stereos stolen. Bicycles stolen. That sort of thing.

As long as we can’t provide people with a decent place to live in this rich city, some will sleep outdoors, including in the park. And they’re going to find a way to get some cash every day. I think the current situation is a lot better than many of the available alternatives.

Countdown to Burning Man

-
0

05-aota.jpg
New author Jess Bruder hooked up with the Flaming Lotus Girls on the playa in 2005 as they were building Angel of the Apocalypse, featuring the group prominently in her just-released “Burning Book.”
Photo by Caroline Miller, aka Mills
By Steven T. Jones
With only a few more weeks until thousands of Bay Area residents head out to Burning Man, the anticipation is palpable. Impossibly ambitious art projects are being pushed toward completion at a frenzied pace in myriad local warehouses and work spaces, people’s bicycles and hair are taking on a sassy and colorful flair, fencesitters are making the decision to attend or not, and burners can be seen buying googles, costumes, and dozens of gallons of waters at stores around town.
Into this excitement now comes “Burning Book: A Visual History of Burning Man” by Jessica Bruder, an engaging collection of words and images from everyone’s favorite countercultural blowout. The book will hit the streets Aug. 7, but you can catch Bruder — who logged time with lots on local burners, from Extra Action Marching Band to the Flaming Lotus Girls — tomorrow at 7 p.m. at Booksmith in SF or Aug. 6 at 7 p.m. at Cody’s Books in Berkeley.
Or out on the playa at the end of the month. See you there.

Nuggets of Water

-
0

COLIN BLUNSTONE

One Year

A genuine lost classic from 1971 — full of feathery, jazz-inflected vocals and sublime melodies — from the dejected Zombies vocalist after he had resigned himself to life behind a desk at an insurance office. "She Loves the Way They Love Her" picks up precisely where Blunstone’s disassembled ensemble left off, with weaving boogie-woogie and an angelic chorus that dips its wings in soul’s waters. Utterly gorgeous string arrangements by Chris Gunning and occasionally Tony Visconti, plenty of production help from ex-bandmates Rod Argent and Chris White, and Blunstone’s limpid songwriting make One Year necessary listening for pop romantics. And the chamber elegy "Misty Roses," the up-on-the-downbeat "Caroline Goodbye," and the impressionistic "Smokey Day" — driven skyward by intertwined vocals from the three ex-Zombies — are bound to besot those who swoon over Odessey and Oracle, Nick Drake, and other assorted instances of beauty and sadness. (Kimberly Chun)

ANNE BRIGGS

The Time Has Come

Mythologized among British folk vocalists like Martin Carthy and Norma Waterson, depicted as something of an enfant sauvage of the ’60s folk scene in Joe Boyd’s memoir White Bicycles: Making Music in the 1960s, and valorized by indies like PG Six and Isobel Campbell, Anne Briggs put down so little recorded music that it’s hardly any wonder she’s nearly disappeared into the dirt and mists of remote Scotland, where she’s said to be currently sequestered. But this, her last, exquisite album (1971), embellished with little more than and acoustic guitar and the occasional bouzouki, shows what the fuss was about, as Briggs wraps her pure, unpretentious pipes round the original title track — also recorded by her partner in music and lifestyle, Bert Jansch, as well as Alan Price and Pentangle — and "Wishing Well," her dark take, cowritten with Jansch, on the seduced and abandoned leitmotif of "Blackwater Side." Traditional English folk songs rarely get as mesmerizing as her ghostly version of "Standing on the Shore." (Chun)

ELAINE BROWN

Seize the Time

Polemical music has the potential to either go down in the songbooks and history tomes as an artifact linked forever with a critical place and time or fail miserably, stumbling over its grandiose ambitions (e.g., the many anti–George W. Bush CDs of recent vintage filed in ye olde circular file). The music on the powerful Seize the Time hasn’t yet taken its place next to "This Land Is Your Land," but it does offer an invaluable snapshot from the front lines of the black power movement. Elaine Brown’s robust delivery of odes penned for fallen Black Panther brethren, the party’s national anthem, and entreaties to continue the struggle finds handsome, tempered accompaniment at the hands of jazz pianist Horace Tapscott. A moving, amazingly graceful document. (Chun)

GIOVANNI FUSCO

Music for Michelangelo Antonioni

Nino Rota’s ornate Federico Fellini tunes have gotten the deluxe reissue treatment, Goblin’s spook sounds have been revived as often as Suspiria‘s Elaina Marcos, and Ennio Morricone sections in record stores are rightfully enormous. Even Pino Donaggio’s scores have had worthy second lives. But until now Giovanni Fusco’s subtler work for a director who avoided music whenever possible, Michelangelo Antonioni, has been easiest to find on DVD. Dominated by the flute flights from 1959’s L’Avventura, this collection closes with Fusco’s casino rockabilly and protoambient contributions to 1964’s Red Desert. A pioneering work in terms of its blurring of diegetic and nondiegetic sound, that film is also the great prototype for Todd Haynes’s Safe, in which malaise-ridden Antonioni muse Monica Vitti utters the great line "My hair hurts." (Johnny Ray Huston)

GILBERTO GIL

Gilberto Gil

A letter of exile from London in the wake of months of unjust imprisonment imposed by the Brazilian government, this English-language recording possesses a warmth and sensitivity one wouldn’t expect from someone who’d been through Gil’s trials. But Gil rarely made a show of his anger, usually expressing it through pointed spoken or written words or musical metaphor. A sublime example here of the last is the cover of Blind Faith’s "Can’t Find My Way Home," on which the Tropicalista leader’s voice is pure, refreshing, and vibrant while singing words of solitude and alienation. Elsewhere, his pop folk makes time for Volkswagen blues, shampoo chats, mushroom trips, and existential thoughts about Kodak moments. (Huston)

FRED NEIL

Fred Neil

A lightly sparkling hoot, "Everybody’s Talkin’ " — made famous by Harry Nilsson when Fred Neil refused to rerecord it for Midnight Cowboy — may be the biggest commercial hit on this album, but the first track, "The Dolphins," is the real, pulsating heart of this wonderful disc. The narcotic serenade to those lucky enough to escape into the wild yonder was memorably nicked for the last season of The Sopranos and encapsulates this Piscean songwriter’s lifelong identification with the sea creatures. The flighty Neil needed to be gentled into the studio by producer Nik Venet and harbored among friendly foils to produce this remarkably organic, mostly live recording, which brought out the best blues-folk writing from the rarely bottled artist. (Chun)

NICO

Desertshore

Aside from her femme fatalism with the Velvet Underground, Nico might be best known musically for the one-of-a-kind Teutonic Californian frisson of her pairing with Jackson Browne on 1967’s Chelsea Girl. But the VU’s John Cale was her right-hand man for most of her career, right on through to the practically postmortem version of "My Funny Valentine" on 1985’s Camera Obscura. This 1970 collaboration includes the layered psychedelia of the title track (on which spoken interludes add extra layers in a manner many indie rockers have imitated), the ballad "Afraid" (addressed narcissistically to herself or forebodingly to her son, Ari?), and of course the one and only "Janitor of Lunacy," which mopped the floors for generations of goths to come. Two tracks here were featured in La Cicatrice Intérieure, a film by Philippe Garrel. (Huston)

JACK PALANCE

Palance

Sauntering the line between camp and cool with winking menace, the Shane star takes his opportunity to coin a few memorable countryisms in the absurdist, Marty Robbins–esque "The Meanest Guy That Ever Lived." "I ruled like a king and they / All did my thing / ‘Cause the foot was in the other / Shoe, shoe, shoe / ‘Cause the foot was in the other shoe," Palance sing-snarls, laying into those "shoe"s like a deranged Shangri-la with rabies. Aided and abetted by lush production from ex–Hank Williams bassist and Nashville publishing czar Buddy Killen, Palance gets to really sink his actorly teeth into the juicy, who’s-sorry-now melodrama of Dottie West’s "Hannah." (Chun)

THE SOFT MACHINE

The Soft Machine

Volume Two

Albums so wide and deep they threaten to engulf you with their sheer twists, teetering turns, and utter invention. Drummer Robert Wyatt’s frisky fills gets equal time alongside organist Michael Ratledge and bassist Kevin Ayres on the high-chair-rattling "Joy of a Toy" and the toy-piano-tricked-out "So Boot If at All" on the raw-edged eponymous debut, which must have sounded like a tripindicular aural telegram from the outer edges of the universe when it rolled forth in late 1968. Thanks to the departure of Ayres and the arrival of onetime roadie Hugh Hopper, Volume Two gets off the pop leash and takes an exhilarating yet elegant romp through the wide-open fields of fusion. (Chun)

From the ashes

-
0

› a&eletters@sfbg.com

"They may label you, try to classify you, and even call you a crazy bitch — but don’t flinch, just let them," Honey of Radio Phoenix says to the women of New York City after her black feminist–run station gets bombed by government agents, after her comrade in arms is found dead in her jail cell, as the fireworks are about to go off in a certain tall tower in Lower Manhattan.

There’s no denying the evocative weight of that last image these days. But Lizzie Borden’s 1983 Born in Flames — and in particular, advice like Honey’s — comes to mind every time I watch a film in which grrrls are running riot in the street or on the radio or in the clubs, a slowly but surely growing subgenre as the decades pass (at least in my home video collection).

In the thin line of plot running patchily through Borden’s vérité-style feature, surfacing at the Roxie Film Center on June 22, the War of Liberation has brought about a single-party system run by Socialist Democrats, the postrevolution economy is in the toilet, and working women are bearing the brunt of the mass layoffs that have ensued. Adelaide Norris (Jean Satterfield) is the leader of the Women’s Army, a loose circle of radical lesbian feminists — or vigilantes, as they’re called on the nightly news — who, among other pursuits, patrol the streets on bicycles with whistles at the ready in search of men behaving badly.

Norris begins to see their basically peaceful efforts to gain equality going nowhere and becomes convinced that armed struggle is the only way to get the government’s attention and force a change. When she dies in jail, the news sends a charge through the gathering underground, bringing together disconnected feminist forces that have long kept their distance. Borden’s aim, perhaps unrealistic and perhaps naive, is to present an expanding patchwork of radicalized women unified across lines of class and race in the face of overarching sexism.

You couldn’t call the women of Born in Flames riot grrrls with a straight face. The spiky commentators at Radio Regazza — trash-talking, white punk-rock counterparts to Radio Phoenix’s Honey — look familiar, but this is the second wave of feminism personified (evidenced, for one, by an unquestioning opposition to sex work). But if Borden’s point in setting Born in Flames in a future United States run by socialists, of all things, is that nothing much has changed for the second sex postrevolution, there’s a parallel in watching as a new clan of young women is born in flames onscreen every few years.

Such latter-day films — Kristine Peterson’s 1997 Slaves to the Underground, documenting the Portland DIY scene of the early ’90s; Barbara Teufel’s 2003 part-fiction, part-doc Gallant Girls, set amid the direct-action anarchopunks of late-’80s Berlin — regularly surface at the Frameline fest. And this year adds a couple more to the pack: closing night’s Itty Bitty Titty Committee, a tale of teen radicalization by But I’m a Cheerleader‘s Jamie Babbit (who cites Born in Flames as an inspiration), and the Spanish film El Calentito, by Chus Gutiérrez, set in 1981 on the eve of a coup d’état by Fascist vestiges of Francisco Franco’s gang. These, as well as Flames contemporaries Times Square (Allan Moyle, 1980) and Ladies and Gentlemen, the Fabulous Stains (Lou Adler, 1981), are filled with rude girls hijacking the radio waves or the stage, flinging out slogans and manifestos, and screaming bloody murder. Though only Borden’s future radicals are prepared to cause it. *

BORN IN FLAMES (Lizzie Borden, US, 1983). June 22, 10:30 p.m., Roxie

Bikes rule!

-
0

Newsom and me on bikes.jpg
Me and Newsom at last year’s Bike to Work Day
By Steven T. Jones
San Franciscans pedaled past an important milestone during yesterday’s Bike to Work Day: on the morning commute along Market Street, bicycles outnumbered cars for the first time. Traffic engineers counted 647 cyclists riding eastbound on Market near Van Ness from 8-9 a.m., or 54 percent of the total traffic. That number was also a 27 percent increase over last year’s bike tally. Bike advocates were thrilled with the turnout and further elated when Mayor Gavin Newsom, fresh off his ride to City Hall, announced his Bike SF 2010 Milestones. He promised to shepherd the bike plan to completion next year and ensure it studies 50 projects, including some key missing links in the current network. And to reach the plan’s goal of 10 percent of all vehicle trips being by bike by 2010, he promised to create 20 new bike lanes by then, reduce bike collision injuries by 50 percent, and to actively support so-called LOS reform, which could exempt many new bike projects from needing detailed environmental studies. It was a big day for bicycling and great first step to making San Francisco the greenest big city in the country.

Bikes rule!

-
0

Newsom and me on bikes.jpg
Me and Newsom at last year’s Bike to Work Day
By Steven T. Jones
San Franciscans pedaled past an important milestone during yesterday’s Bike to Work Day: on the morning commute along Market Street, bicycles outnumbered cars for the first time. Traffic engineers counted 647 cyclists riding eastbound on Market near Van Ness from 8-9 a.m., or 54 percent of the total traffic. That number was also a 27 percent increase over last year’s bike tally. Bike advocates were thrilled with the turnout and further elated when Mayor Gavin Newsom, fresh off his ride to City Hall, announced his Bike SF 2010 Milestones. He promised to shepherd the bike plan to completion next year and ensure it studies 50 projects, including some key missing links in the current network. And to reach the plan’s goal of 10 percent of all vehicle trips being by bike by 2010, he promised to create 20 new bike lanes by then, reduce bike collision injuries by 50 percent, and to actively support so-called LOS reform, which could exempt many new bike projects from needing detailed environmental studies. It was a big day for bicycling and great first step to making San Francisco the greenest big city in the country.

Moving the bike plan forward

-
0

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. *

Stationary biking

-
0

› 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." *

Small Business Awards 2007: Solar-Powered Business Award

-
0

Going to a mechanic can be like paying a visit to a dentist. Sometimes it feels like they’ve done more harm to your grill than good. Needless to say, it can be a chore to find a good one. Bless your stars and garters that the steady-handed masters at Berkeley’s Oceanworks, which specializes in repairing Japanese cars, are the preeminent green and reliable mechanics around.

Since the current incarnation of the shop opened in 1991, it has developed a reputation for being affordable, trustworthy, environmentally thoughtful, and, most of all, competent. Words wished for in, but not always associated with, the world of automotive repair.

When you step into owner Angus Powelson’s small office, little details reveal that his West Berkeley shop departs from the typical automotive garage. Rather than Popular Mechanics, recent issues of the New Yorker rest on the coffee table, and the good old pot of coffee has been replaced by an antique-looking Italian espresso machine. Sure there are the smells and sounds found in any other garage, but this is about as bohemian an auto shop as you’re going to find.

It’s not only the decor that makes this place so great: Oceanworks consciously does all it can to limit the damage it causes to our beautiful bay biosphere. Upgraded in 1997, the garage receives roughly 75 percent of its power from the reflective solar panels that you see soaking up the rays on the roof. In the office the key word is reuse. Envelopes, boxes, plastic bags, Ziplocs, and cardboard continually find new raisons d’etre. The small amount of paper that is not reclaimed goes into the blue bin, along with any cans and bottles, and is sent off to the recycling yard.

In the garage the story is the same. Coolants get reused and engines are built from salvaged parts. Scrap steel and aluminum are either recovered or recycled. Salvageable car parts are sorted and stored for a chance to live again. When Powelson first took over Oceanworks, the garage filled a six-cubic-yard waste can daily. Today the can is three cubic yards and rarely gets full.

It seems hard to believe, but this mechanic and his shop tread as lightly as possible. Powelson may change oil and rebuild motors for a living, but his dedication to environmentally conscious auto repair is rivaled only by his commitment to traveling by bike as much as possible and using his truck only for work-related tasks.

While the outfit specializes in foreign cars, it’s also thinking ahead. Oceanworks deals in Swift bicycles, those nifty folding Xootr bikes that are superlightweight and can be readily stored without nuisance. "Anything to get people out of their cars," Powelson says. (Chris Jasmin)

OCEANWORKS

2703 10th St., Berk.

(510) 849-1383

www.oceanworksberkeley.com

I Dream of Muni

-
0

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

Hot Lex

-
0

› superego@sfbg.com

SUPER EGO Lesbians: is there nothing they can’t do? They can run a contemporary art gallery in thigh-baring Versace, tossing back their Paul Labrecqued locks as they leap from their roofless 330Ci. They can go from homeless crack addict to nude Hugo Boss model without gaining a single ounce. They can be a smokin’-hot Latina named Papi, a sassy, brassy canoodler who just happens — surprise! — to be a whiz at hoops. Astonishing lesbians!

Oh, wait. That’s The L Word — about as far from the real world of gloriously rambunctious, wild San Francisco dykes as you can get without scarfing down a gift sack of MAC Pervette lip frost, doing Pilates to Ashlee Simpson ("I am me!"), and microwaving Cheeto, your stump-tailed calico cat. Yes, yes, I know the writhing isle of televised lesbos that L makes LA out to be is one big, fat, easy, anorexic target. Don’t get your Mary Green panties in a bunch, Caitlyn. Just lie back, relax, and think of Joan Jett and Carmen Electra. It’s OK. But just as Chuck D. once bemoaned the fact that most of his heroes don’t appear on no stamps, so my homo heroes don’t appear on no Showtime.

Case in point: Lila Thirkield, the superhumanly vivacious owner of SF sapphic outpost the Lexington Club. When I first moved here in the early ’90s, I almost turned straight or something. The San Francisco my naive dreams envisioned was full of hot, scruffy, tattooed boys into hip-hop and punk, all of them on goofy, gleaming bicycles, occasionally in drag. What I got were mostly overgymed proto–circuit queens in pink spandex thongs and cracked-out twinks you could practically see through. Great if I needed to floss, but … And while all the cute ex–ACT UPers were somewhere adrift — busy shearing sleeves off flannels, maybe — it was the rough-and-tumble sistas who really dotted the t’s on my fanboy résumé. Dykes ruled it.

That was back when wallet chains were radical and FTMs were the new It girls. I’m dating myself, but who wouldn’t, hello? Alas, despite all those Sister Sledge–soundtracked strides up the rainbow of equal signs, women could still get kicked out of bars for making out. Wha? It was a gay man, man, man’s world, and the few lesbian watering holes hewed strictly to the old-school standards: alternadykes, calm down.

Thirkield, a spiky-souled kid at the time, stepped up and opened the Lexington in 1997 to give dykes of a different stripe a dive of their own. Like all bars clever enough to fill a cultural gap, the Lex galvanized its community and reinforced the new, boisterous lesbo aesthetic that combined street activism, machismo appropriation, punk rock attitude, and a winking yen for girly pop culture. And hot sex, of course.

"It seemed so important to have a space where we could be creative, where artists, street kids, and young people could hook up and express themselves," Thirkield says. "It was my first time running a bar, but it was like the whole community was running it with me."

Over the past decade the Lex has persevered in the same spirit. "The economics of the city have really changed," Thirkield says. "Our crowd has a really hard time living here now — that’s why we never charge a cover and we always support other things going on. But really, we’re doing better than ever."

The young drinking dyke crowd has also expanded, finding homes over the years in such spaces as the Phone Booth and Pop’s, as well as legendary joints such as Sadie’s Flying Elephant and the Wild Side West. New bar Stray is catering to a mostly female clientele, and, although lesbian spaces Cherry and the old Transfer have succumbed, a slew of roving dyke dance parties have taken root.

"The dyke scene has changed in the past 10 years too," Thirkield says. "It’s more diverse. Certain aspects of it are more visible in the media — some people expect different things. We get a lot more complaints from people coming in for the first time, saying things like ‘It’s such a dive!’ Well, yes, that’s exactly what it is. I mean, it’s great that lipstick types exist. I hope they find a place that makes them happy. But if you want to flick your lighter and sing along to old Journey songs with a roomful of babes from around the world — like during Pride last year — this is the place."

And what about that pesky L Word? "We get a big crowd to watch it on Sunday nights — mostly because they can’t afford cable. Then they stay for an hour afterward, drinking and bitching about it. So it’s great for business!" *

LEXINGTON CLUB 10TH ANNIVERSARY CELEBRATION

Sat/14, 8 p.m.–2 a.m., free

3464 19th St., SF

(415) 863-2052

www.lexingtonclub.com

Big wheel

-
0

› kimberly@sfbg.com
SONIC REDUCER Perhaps Fall Out Boy said it most succinctly: this ain’t a scene — it’s an arms race. Joe Boyd — Hannibal Records founder, producer, general 1960s-era scenemaker and welcome arm for many an intrepid musical tourist, and now author of White Bicycles: Making Music in the 1960s (Serpent’s Tail, $18) — has seen battle on the front lines of UK rock. He knows when to drop his fascinating bombs, when to jump into the fray — such as when he stage-managed Bob Dylan’s landmark electric Newport performance — and when to step back and let nature or L. Ron Hubbard take the course — like the time his discoveries the Incredible String Band glommed on to Scientology. Battle-scarred but unbroken, Boyd has soldiered on down the road with Muddy Waters and Coleman Hawkins, scored early production credits overseeing Eric Clapton and the Powerhouse’s “Crossroads” and Pink Floyd’s first single, discovered Nick Drake and Fairport Convention, and gone on to make records for songwriting enlistees ranging from Toots and the Maytals and REM to Billy Bragg and Vashti Bunyan, in addition to organizing inspired scores for films such as McCabe and Mrs. Miller. So trust that Boyd knows whereof he speaks when he says that when it came to writing his first book, it was best to take a long view.
“Of course, I have read a lot of music books in my time,” the 64-year-old says on the phone from London, “and there’s a lot of books that I’ve read that are full of interesting information, but they’re very stodgy, and they’re very crammed with information that only guys who live alone with 8,000 LPs really want to know about. So I was very conscious of wanting to write a book that, every once in a while, occasionally, a young person or a female might want to read.”
Is Boyd trying to say that most music books seem to cater to male collectors? “Yeah, I’ve done a lot of book signings, and I can tell you what the queue looks like. There’s a lot of beards. There’s a lot of bald pates. There’s a lot of gray hair, and every once in a while there’s a twentysomething woman in the queue, and then you kind of make sure your hair is combed straight,” Boyd says mirthfully. “Then she comes up to the head of the queue and says, ‘Will you please sign it “To Peter”? It’s for my father for his 60th birthday.’<\!q>”
Of course, in attempting to dodge the earnest fan, Boyd has taken fire from the obsessives who say he didn’t include enough about, for instance, John Martyn. And some women, as luck and long lines would have it, have griped that he didn’t include enough about his love life. Guess they didn’t get to the end of a chapter deep in where, almost as a punch line, he allows that his on-and-off girlfriend Linda Peters — who was with him when he was producing his sole number one hit, “Dueling Banjos,” for Deliverance — eventually married Fairport Convention guitarist Richard Thompson.
Telling his tales plainly as if, he confesses, he’s “sitting at a table with a bottle of wine, dominating the conversation,” Boyd throws out his take on the fetal ABBA; the quasi-resident combo at his UFO Club, Pink Floyd; artists less known stateside, such as the Watersons; and crazy diamonds in the elegant rough such as the painfully shy Drake. Boyd produced 1969’s Five Leaves Left and 1970’s Bryter Layter (both Hannibal) and witnessed some of Drake’s sad decline, going as far to write, “There is certainly a virginal quality about his music, and I never saw him behaving in a sexual way with anyone, male or female. Linda Thompson tried to seduce Nick once, but he just sat on the end of the bed, fully clothed, looking at his hands…. Yet Nick’s music is supremely sensual: the delicate whisper of his voice, the romantic melodies, the tenderly sad lyrics, the intricate dexterity of his fingers on the guitar.”
“I don’t really say anything that isn’t already out there,” Boyd says now. “In a way what I’m saying is his privacy remains inviolate.” Boyd’s ear has also remained inviolate, as seen with the ’90s attention to Drake, whose “Pink Moon” Boyd licensed to Volkswagen, although “by the time the commercial came out, the records had been selling more and more,” from the initial 3,000 to 100,000 a year. “My feelings are best described as ‘what took you so long?’<\!q>”
Regardless, he continues, “I never made the sort of records that you put into the normal process. You had to come up with original strategies and eccentric ways of presenting a group in order for the kind of records that I made to sell.”
These days Boyd prefers to battle the page (his next book is on world music) rather than run a label after all he has been through with Rykodisc, which bought Hannibal, and Palm Pictures, which in turn swallowed Rykodisc. Still, the feisty music lover isn’t above a parting volley. “I’m optimistic about the music industry,” he says, equal parts wag and curmudgeon. “I think the dinosaurs will go to the tar pits and that will be fine. And all their distant cousins will turn into birds.”<\!s>SFBG
JOE BOYD
Tues/20, 7:30 p.m., free
Black Oak Books
1491 Shattuck, Berk.
(510) 486-0698
Also March 21, 7 p.m., free
Booksmith
1644 Haight, SF
(415) 863-8688
LISTEN, DON’T BE DISSIN’
DR. DOG
We All Belong (Park the Van) finds the Philly psych-swamp canines breaking out some toothsome songcraft. Thurs/15, 9 p.m., $10–<\d>$12. Cafe du Nord, 2170 Market, SF. (415) 861-5016
PINK CLOUDS AND THE PSYCRONS
Gnarly SF psych rockers caterwaul alongside paisley-drenched Kyoto kids — all hail garage skronk, mademoiselle. Sun/18, 8 p.m., $10–<\d>$12. Bottom of the Hill, 1233 17th St., SF. (415) 621-4455
UNDER BYEN
Does this highly touted sprawling ensemble boil down to Denmark’s Bjorkestra — with kalimba, strings, and tuba? Mon/19, 8 p.m., $13. Great American Music Hall, 859 O’Farrell, SF. (415) 885-0750
SNAKE FLOWER II
Matthew M. Melton (Memphis Break-ups, the River City Tanlines) was stranded by his bandmates in San Francisco but has managed to peel out the muy groovy reptilian garage punk once more. March 26, 8 p.m., $5–<\d>$20 (Mission Creek fundraiser). 12 Galaxies, 2565 Mission, SF.

Chasing my stolen bicycle

-
0

› news@sfbg.com

I stalked across the parking lot of the Mission District’s Best Buy. Like the hordes of people that streamed into the store, I was there to do a little shopping, but it wasn’t for a flat-screen TV or an iPod. I was in the market for a stolen bike.

I bypassed the aisles of buzzing electronics and headed around the back of the store to a trash-strewn alley. It was empty except for a beat-up white van with its side door ajar. I took a nervous breath and knocked on the side.

A blond man in a sweat-stained undershirt threw open the door to reveal what looked like an upended Tour de France chase car: piles of tire rims, gears, and bike frames were scattered everywhere. The powerful stink of unwashed bodies stung my nostrils. A man in a tracksuit slumbered on a seat. The blond man looked sleepy and annoyed but waited for me to speak.

My $600 bike was stolen — the third in five years — from my Mission garage the night before, and it’s here I was told by a bike messenger that I might find it. These guys were rumored to be bike thieves operating in the Mission.

"Hey man, have you seen a black and gray Fuji Touring?" I asked, employing a euphemism.

"No, we don’t steal bikes," the man said, catching my drift. "We collect bikes off the street, repair them, and then sell them. We’re like independent businessmen."

Interesting way of putting it, I thought, as I glanced at the "businessman" slumbering on a van seat. I glanced around the van half expecting to see my Fuji, but it wasn’t there, so I left.

As I trudged home I stewed. I had lost more than $1,000 worth of bikes in San Francisco. Bike theft is a virtual right of passage for most cyclists in the city, and the city’s thieves seem to operate with ninjalike stealth and efficiency. One cyclist told me how a thief stole his locked ride while he picked up a burrito from a taquería. He wasn’t away from the bike for more than five minutes.

The city’s thieves have even won a silver medal for their efforts: in 2006 the lockmaker Kryptonite ranked San Francisco as the nation’s second worst city for bike theft, behind New York.

Gradually, my anger hardened into resolve, or more precisely, a mission. It would be virtually impossible, but I would set out to find my bike. The thought that my life would mirror the plot of a Pee-wee Herman movie was more than a little amusing, but I had a job to do.

In my months-long quest I crisscrossed the city, chasing down Dickensian thieves, exploring the city’s largest open-air market for stolen goods, and finally landing in the surprising place where hundreds of stolen bikes — perhaps yours — end up. Unwittingly, I pedaled right into San Francisco’s underworld.

THE GURUS OF GREASE


Bike theft may seem like petty street crime, but it’s actually a humming illegal industry. Consider this: thieves steal nearly $50 million worth of bikes each year in the United States, far outstripping the take of bank robbers, according to the FBI. And in San Francisco’s rich bicycling culture, thieves have found a gold mine. About 1,000 bikes are reported stolen in the city each year, but the police say the actual number is probably closer to 2,000 or 3,000, since most people don’t file reports.

"It’s rampant," Sgt. Joe McCloskey of the San Francisco Police Department told the Guardian.

I sought out McCloskey, the SFPD’s resident expert on bike theft, and another man, Victor Veysey, to give me a wider view of San Francisco’s world of bike thieves and possibly a lead on where I might find my bike. Several cyclists had recommended Veysey, saying he could provide a "street level" view of bike theft.

Veysey is the Yoda of San Francisco’s bike world. For more than a decade, the 39-year-old has worked on and off as a bike messenger, mechanic, and member of the city’s Bike Advisory Committee. He also ran the Bike Hut, which teaches at-risk youth how to repair bikes. And he’s in a band that plays a tune called "Schwinn Cruiser."

Despite their different perspectives (the city’s police and biking communities are not the best of friends), McCloskey and Veysey painted remarkably similar pictures of San Francisco’s black market for bikes.

In the wide world of illegal activity, bike thievery seems to occupy a criminal sweet spot. It is a relatively painless crime to commit, and city officials do little to stop it. As McCloskey readily admitted, bike theft is not a priority for law enforcement, which he said has its hands full with more serious crimes.

"We make it easy for them," McCloskey said of bike thieves. "The DA doesn’t do tough prosecutions. All the thieves we’ve busted have got probation. They treat it like a petty crime."

Debbie Mesloh, a spokesperson for District Attorney Kamala Harris, said most bike thieves are not prosecuted, but that’s because they are juveniles or they qualify for the city’s pretrial diversion program. The diversion program offers counseling in lieu of prosecution for first-time nonviolent offenders. Bike thieves qualify for it if they steal a bike worth $400 or less. Mesloh said the District Attorney’s Office prosecutes felony bike thefts, but it doesn’t get very many of those cases.

"The DA takes all cases of theft seriously," Mesloh wrote in an e-mail.

As for the police, McCloskey was equally blunt. "You can’t take six people off a murder to investigate a bike theft. [Bike theft investigations] are not an everyday thing. No one is full-time on bike theft. As far as going out on stings and operations, I haven’t heard of one in the last year. Bike theft has gone to the bottom of the list."

McCloskey’s comments were particularly interesting in light of the conversation I had with Veysey, whom I met at the Bike Hut, an off-kilter wood shack near AT&T Park that appears as if it might collapse under the weight of the bicycle parts hanging on its walls. Veysey has a loose blond ponytail and greasy hands. He wields a wrench and apocalyptic environmental rhetoric equally well.

"Bikes are one of the four commodities of the street — cash, drugs, sex, and bikes," Veysey told me. "You can virtually exchange one for another."

Veysey believes bike thefts are helping prop up the local drug market. It sounds far-fetched, but it’s a notion McCloskey and other bike theft experts echoed. The National Bike Registry, a company that runs the nation’s largest database for stolen bikes, says on its Web site, "Within the drug trade, stolen bicycles are so common they can almost be used as currency." Veysey believes the police could actually take a bite out of crime in general by making bike theft a bigger priority in the city.

Perhaps bikes are so ubiquitous in the drug trade because they are so easy to steal. McCloskey and Veysey said thieves often employ bolt cutters to snap cable locks or a certain brand of foreign car jack to defeat some U-locks. The jack slips between the arms of the U-lock and, as it is cranked open, pushes the arms apart until the lock breaks. A bike-lock maker later showed me a video demonstrating the technique. It took a man posing as a thief less than six seconds to do in the U-lock.

As with any other trade, McCloskey and Veysey said there is a hierarchy in the world of San Francisco bike thieves. At the bottom, drug addicts (like the one Veysey believes stole my bike) engage in crimes of opportunity: snatching single bikes. At a more sophisticated level, McCloskey said, a small number of thieves target high-end bikes, which can top $5,000 apiece. In 2005 police busted a bike thief who was specifically targeting Pacific Heights because of its expensive bikes. The thief said he wore natty golf shirts and khaki pants to blend into the neighborhood.

The Internet has revolutionized bike theft, just as it has done for dating, porn, and cat videos. McCloskey said thieves regularly fence bikes on eBay and Craigslist. In August 2004 police busted a thief after a Richmond District man discovered his bike for sale on eBay. Police discovered more than 20 auctions for stolen bikes in the man’s eBay account and an additional 20 stolen bikes in a storage space and at his residence.

When bikes aren’t sold outright, they are stripped, or in street vernacular, chopped, and sold piece by piece or combined with the parts of other bikes, Veysey said. He said people occasionally showed up at the Bike Hut trying to sell him these Frankenstein bikes. But by and large, McCloskey and Veysey said, bike stores are not involved in fencing stolen bikes. However, McCloskey said bikes stolen in the city often are recovered at flea markets around the Bay Area. He believes thieves ship them out of the city to decrease the chance of being caught. The National Bike Registry reports bikes are often moved to other cities or even other states for sale.

The idea of Frankenstein bikes was intriguing, so I told Veysey I was going to look into it. He suggested I make a stop first: Carl’s Jr. near the Civic Center. I was slightly perplexed by his suggestion, but I agreed to check it out.

FAST FOOD, HOT BIKES


"Welcome to the San Francisco Zoo — the human version," said Dalibor Lawrence, a homeless man whose last two teeth acted as goalposts for his flitting tongue. His description of the place was brutally apt: a homeless man banged on one of those green public toilets, shouting obscenities; a woman washed her clothes in a fountain; and several crackheads lounged on a wall with vacant stares.

I was at the corner of Seventh and Market streets. City Hall’s stately gold dome rose a short distance away, but here a whole different San Francisco thrived. Men slowly circulated around the stretch of concrete that abuts UN Plaza. Every so often one would furtively pull out a laptop, a brand new pair of sneakers, or even — improbably enough — bagged collard greens to try to sell to someone hustling by.

Seventh and Market is where the city’s underground economy bubbles to the surface. It’s a Wal-Mart of stolen goods — nearly anything can be bought or, as I would soon find out, stolen to order. McCloskey estimated as many as three in seven bikes stolen in San Francisco end up here. The police periodically conduct stings in the area, but the scene seemed to continue unabated.

I made my way to the front of the Carl’s Jr. that overlooks an entrance to the Civic Center BART station. I didn’t know what to expect or do, so I apprehensively approached three men who were lounging against the side of the restaurant — they clearly weren’t there for lunch. I asked them if they knew where I could get a bike. To my surprise, the man in the center rattled off a menu.

"I’ve got a really nice $5,300 road bike I will sell you for $1,000. I’ve got another for $500 and two Bianchis for $150 each," he said.

I told him the prices he listed seemed too good to be true and asked him if the bikes were stolen. People gave them to him, he explained dubiously, because they owed him money. I asked him about my Fuji, but he said he didn’t have it.

I walked around until I bumped into a woman who called herself Marina. She had a hollow look in her eyes, but I told her my story, and she seemed sympathetic. She sealed a hand-rolled cigarette with a lick, lit it, and made the following proposition: "I have a couple of friends that will steal to order — bicycles, cosmetics, whatever — give me a couple of days, and I will set something up."

I politely declined. McCloskey said steal-to-order rings are a common criminal racket in the city. Police have busted thieves with shopping lists for everything from Victoria’s Secret underwear to the antiallergy drug Claritin. In one case, McCloskey said, police traced a ring smuggling goods to Mexico.

A short time later a man rode through the plaza on a beat-up yellow Schwinn. He tried to sell the 12-speed to another man, so I approached him and asked how much he wanted for it. He told me $20. With a modest amount of bargaining, I got him down to $5 before telling him I wasn’t interested.

Just before I left, two police officers on a beat patrol walked through the plaza. Sales stopped briefly. As soon as the officers passed out of earshot, a man came up to me. "Flashlights," he said, "real cheap."

INSIDE A CHOP SHOP


After striking out at Seventh and Market, I figured it was time to investigate the chop shops Veysey mentioned. The San Francisco Bicycle Coalition (SFBC) reports bicycle chop shops operate all over the city. Thieves strip bikes because the parts (unlike the frames) don’t have serial numbers and can’t be traced as stolen once they are removed from a bike. The parts can be sold individually or put on another stolen bike to disguise it, hence the Frankenstein bikes that show up at the Bike Hut.

When Veysey told me about bicycle chop shops, I pictured something from a ’70s cop movie — a warehouse in an industrial district populated with burly men wielding blowtorches. But the trail led me somewhere else entirely: Golden Gate Park.

SFBC officials said they had received reports from a gardener about chop shops in the park. When I called Maggie Cleveland, a Recreation and Park Department employee responsible for cleaning up the park, she said they do exist and would show me what she thought was one if I threw on a pair of gloves, grabbed a trash bag, and joined one of her cleanup crews. I agreed.

Shortly before 8 a.m. on a foggy, chilly morning, the crew and I picked up mechanical grabbers and industrial-size trash bags and then climbed a steep hill near 25th Avenue and Fulton Street on the Richmond District side of the park. We plunged into a large camp in the middle of a hollowed-out grove of acacia bushes.

The camp looked like a sidewalk after an eviction. Books and papers vomited from the mouth of a tent. Rain-soaked junk littered the camp, including a golf bag filled with oars, an algebra textbook, a telescope, and a portable toilet. A hypodermic needle stuck in a stump like a dart and a gaudy brass chandelier swung from a branch. Amid the clutter was one constant: bicycles and their parts.

A half dozen bikes leaned against bushes in various states of repair. There were piles of tires and gears scattered around. The noise of the crew had awoken the residents of the camp. A man and two women sprung up and immediately tried to grab things as the crew stuffed the contents of the camp into trash bags. They grew more and more agitated as two dozen bags were filled.

Cleveland said the group may have been operating a chop shop, but she didn’t have definitive proof, so they were let go with camping citations. I asked one of the campers if their bikes were stolen.

"We find this stuff in the trash. There’s an economy here. We exchange stuff for other stuff," he said.

Cleveland said the camp was typical of what the crews find around the park. One of the most notorious campers goes by the name Bicycle Robert. Cleveland said park officials have found a handful of his camps over the past couple years. One contained more than two dozen bikes, but Robert himself has never turned up.

Occasionally, cyclists will get lucky and find their bikes at a chop shop. Max Chen was eating dinner in North Beach one night when his Xtracycle, a bicycle with an elongated back for supporting saddlebags, was stolen. Chen didn’t hold out much hope of getting it back, but he put up flyers around the neighborhood anyway.

The next day Chen got a call from a friend who said he saw a portion of the distinctive bike behind the Safeway at Potrero and 16th streets. Chen went down to the spot and found a group of guys with an RV, a handful of bicycles, and a pile of bike parts. His bike was there — sort of.

"The frame was in one place, and the pedals were on another bike. Other parts were on other bikes. I pointed to all the stuff that was mine and had them strip it. My frame had already been painted silver," Chen told me.

Not surprisingly, one of the men said he had bought Chen’s bike from someone in the Civic Center. Chen just wanted his bike back, so he forked over $60. The guys handed him a pile of parts in return.

WHERE BIKES GO TO DIE


A few days after the trip to Golden Gate Park, I finally got around to doing what I should have done when my bike was stolen: file a police report. Frankly, I waited because I held out little hope the police would be of any help.

It’s true few people get their bikes back through the police, but that’s in part because most people don’t try. In fact, the police are sitting on a cache of stolen bikes so big that it dwarfs the stock of any bike store in the city.

SFPD Lt. Tom Feney agreed to show it to me, so I trekked out to Hunters Point. The police stolen property room is located in an anonymous-looking warehouse in the Naval Shipyard. Feney ushered me through a metal door to the warehouse and then swept his hand through the air as if pointing out a beautiful panorama.

"There it is," he said.

Behind a 10-foot chain-link fence topped with razor wire, row upon row of bikes stretched along the floor of the warehouse. There were children’s bikes with hot pink paint, $2,000 road bikes, and everything in between. In all, the police had about 500 stolen bikes in the warehouse. The bikes are found abandoned on the street, recovered from stings on drug houses, and removed from bike thieves when they are busted. Many of the bikes aren’t stolen — they’ve been confiscated during arrests or are evidence in various cases. The department can’t return the stolen bikes because the owners haven’t reported them stolen. After holding them for 18 months, the police donate the bikes to charity.

I intently scanned up and down the rows looking for my bike. I didn’t see it. My last, best chance for finding it had disappeared. My heart dropped knowing my Fuji Touring was gone. Feney ushered me out the door, and I began the long, slow walk back to the bus stop.

The most frustrating part is that it doesn’t have to be this way. Police and bicycle groups said there are some simple steps city officials could take to cut down on bike theft, but the issue has long slipped through the cracks.

Officer Romeo de la Vega, who works the SFPD’s Fencing Unit, said he proposed a bike registration system a few months ago, but it was shot down by the police brass. De la Vega said he was told there simply weren’t enough officers available to staff the system. Under his plan cyclists would register their bike serial numbers with police. In return the cyclists would get a permanent decal to place on their bikes. De la Vega said this would discourage thieves from stealing bikes since it would be clear they were registered, and it would speed bike returns.

With police officials claiming there are few resources to combat bike theft, it seems logical they might reach out to the community for help. But officials with the SFBC report just the opposite.

"In the past we’ve tried to connect with the police to jointly tackle the problem, but we haven’t had much luck. We don’t even know who is handling bike thefts," Andy Thornley, the SFBC program director, said.

Thornley said the coalition is willing to use its membership to help police identify chop shops and fencing rings around the city. He said the police need to do a better job of going after the larger players in the bike theft world and the District Attorney’s Office needs to take a tougher stance on prosecution.

Ultimately, Thornley said, enforcement is not the key to reducing bike theft. He said the city must make it easier for cyclists to park their bikes safely. The coalition is crafting legislation that would require all commercial buildings to allow cyclists to bring their bikes inside — something many currently prohibit. The coalition would also like to see bike parking lots spring up around the city, with attendants to monitor them.

Supervisor Chris Daly, who is an avid cyclist and has had six bikes stolen, said he is willing to help.

"It’s clear we are not doing very much," Daly said. "I think if there were a push from bicyclists to do a better job, I would certainly work toward making theft more of a priority." *

EDITOR’S NOTES

-
0

› tredmond@sfbg.com
Gavin Newsom loves to talk about the will of the voters. He put his Care Not Cash plan on the ballot when he was running for mayor — not, he insisted, as a campaign ploy but to get the voters to speak on a plan his colleagues on the Board of Supervisors rejected. Even when it was clear the plan wasn’t working, he stuck to it — because, after all, that was the will of the voters. When advocates for Saturday road closures in Golden Gate Park pushed for a six-month trial program, Newsom vetoed it, saying that while he loves the park and loves bicycles and loves the idea of road closures, the voters had already rejected a closure plan. Never mind that the plan the voters turned down was confusing and big money was spent on one side and not the other … the mayor insisted he had to abide by the will of the voters.
Fine: it’s the will of the voters, expressed in November by a 56.3 percent margin, that Newsom show up once a month at a Board of Supervisors meeting and answer questions.
That’s not such a horrible burden. In fact, it’s an excellent idea: “question time,” as Sup. Chris Daly called Proposition I, would force the mayor out of the cocoon in which he operates — where every appearance is scripted, every event carefully tailored — and give the public a chance to see Newsom and his critics actually discuss policy issues. It would be the end of a lot of Mayor’s Office secrecy: if the supervisors can demand information and documents while everyone is watching, it will be harder for the mayor to keep things under wraps.
This city has a long history of imperial mayors, who hide from critics, make backroom deals, and act as if they’re accountable to nobody. Question time could be a pretty significant check on that. And if Newsom is as confident of his agenda and programs as he claims to be, he has nothing to worry about.
But this time Newsom is openly defying the will of the voters. He announced last week that he won’t appear at the board meetings and instead will hold “town hall meetings” in various neighborhoods over the next few months.
Of course he will: he’s running for reelection. And those meetings will be tightly controlled by the mayor’s PR machine. A few members of the public will get a few questions in, but Newsom will be able to duck, dodge, and avoid the problems very easily. The meetings he’s preparing are going to be campaign events — and he would have held them anyway, whether Prop. I had passed or not.
The problem here is larger than the mayor’s noncompliance with a policy statement that he can argue has no legal mandate. Newsom needs to be more accountable and respond to some legitimate, tough questions about his programs, policies, and administration. Right now there’s no clear challenger to force those issues, and if, as many expect, he’s easily reelected in 2007, he’ll be even more isolated.
The ducking has to stop. If Newsom won’t appear for question time, I think Daly ought to come back and put it on the next ballot — this time as a charter amendment, enforceable with charges of misconduct and removal from office. SFBG

VeloSwappa

-
0

Our controversial bike-fiend Duncan Davidson on VeloSwap (this Saturday 11/18 at the Concourse)

The VeloSwap PR folks chase the opening zinger “the largest consumer cycling show in the world,” with this dubious enticement: “It is the place to feel the pulse of the cycling community and rub elbows with like minded cyclists.” No doubt said elbows are clad in those weird spandex arm-socks that turn a short sleeve jersey into a long-sleeve. I’m dubious, or maybe just disinterested, because I don’t consider myself a “cyclist.” Don’t get me wrong–I’ve got nine bicycles–everything from BMX race bikes to downhill mountain bikes. I race in four disciplines and ride skateparks and street, plus collect vintage BMX bikes.

veloswap.jpg

But I’m not a cyclist: I’m a biker.

Small Town Living

-
0

by Amanda Witherell

I just returned from ten days on an idyllic island in downeast Maine. For the seaside hamlet from whence I hail, it’s local custom to leave your car keys in the ignition so you don’t lose them and your front door unlocked, or even wide open, so the cat can come and go while you’re at work. After a few days of openly worrying about my friends’ unlocked bicycles, I settled back into the local population and the comfortable human trust they maintain, where everyone is innocent until proven guilty.

Welcome back to San Francisco, where a Honda Pilot is the new street weapon of choice and the annual murder rate is climbing to fresh heights. Scan the daily headlines and it’s easy to believe the streets are not safe and no one is watching your back. Again and again I hear people say San Francisco isn’t like other cities. It’s small for a metropolis and each neighborhood is like its own little town taking care of its own, clustered among dozens of others on a peninsula that acts more like an island.

Well, if that’s true, then in the Guardian’s hood, all hail the New Portrero Market. A couple days ago I ventured up the hill to buy a bottle of water and inadvertently let $60 fall out of my wallet. I’m not really in the financial position to be so cavalier with money and I was dismayed by the loss. I figured it was payback for my preadolescent penchant for the five finger discount, and let it go. Who the hell tries to track down the owner of sixty bucks?

But I was thinking about it today on my lunchbreak and stuck my head into the market, just to see if maybe there’s an honest soul out there…

Well hell yeah! There are two. As I made my meek inquiry, Marwan punched the “No Sale” button on the register and immediately handed me my wandering Jacksons. Mike, who I’d been chatting with while I wasn’t paying attention to my wallet, had found them after I left the market, and Marwan had tucked them under the drawer for safekeeping should I ever return for another bottle of water. I’ll be certain to now. Hooray for the small town neighborhoods we still have in this city!

Heavy petting

-
0

The reasons were manifold, many-furred, and multihued, but this much was clear at South by Southwest 2006: The Nashville teen punk sensations Be Your Own Pet were definitely a band to raise your right fist Arsenio-style and woof at, like a member of the Bloodhound Gang at a sports bar. Fronted by the kittenish Courtney of a vocalist Jemina Pearl Abegg and filled out by the impressively fro’d bassist Nathan Vasquez, guitarist Jonas Stein, and drummer Jamin Orrall, and shaking it like Smell-style teenage kicks, Be Your Own Pet gave off the delicious fumes of scruffy Jack Russell terriers hopped up on ’roids, Pop Rocks, and raucous hip-shaking noise punk. They made all the right moves. They were as cute as little pink pills. They threw outrageous parties. They played heavenly bills.
Life in the fast lane. Frankly the entire scene made Orrall want to lose his mind, he said last week, fading in and out on the fiber-optic freeway leading from Texas to Arizona. “I didn’t really like that week,” the asthmatic drummer said — his nose clearly stuffed to hell and back. “We did a lot of shows and a lot of meetings and it was too much stuff with people who aren’t really into music. It felt gross.”
Orrall, who turned 18 last month, and his bandmates must have had some inkling of what would happen — they were born into the business. BYOP’s 2004 single “Damn Damn Leash” initially came out on Infinity Cat, the label run by Orrall, his brother, Jake, and his father, singer-songwriter Robert Ellis Orrall. Stein’s father is said to have managed Vince Neil, Vasquez’s pops is a flamenco guitar player, and Abegg’s dad is a rock photographer.
Helmed by multiple producers, including pater Orrall, Modest Mouse producer Jacquire King, Kings of Leon knob fondler Angelo, and Redd Kross’s Steve McDonald, Be Your Own Pet’s self-titled debut on Thurston Moore’s Ecstatic Peace (distributed by Universal) is a spiky, spastic — and yes, adorable — little mutt of a recording, reminiscent of early, primitive Yeah Yeah Yeahs and knuckle-skating riot grrrl, with the odd ode to bicycles, felines, and, urp, “Stairway to Heaven.”
Orrall doesn’t know if their music is “necessarily punk. We’re not really protesting anything,” he wheezed. Nonetheless he and Jake have been writing songs since they were 9 or 10, with few assists from the parental unit. “I wrote a lot of lyrics just in school when I was kind of bored,” he explained.
So isn’t there a bit of a cultural disconnect occurring? The bands that sound like them are still toiling old-school, while Be Your Own Pet’s early single was slipped to Zane Lowe at BBC Radio One before finding its way to XL in England — and the teens have already played massive UK fests like Reading and Leeds and Glastonbury. Orrall likes the idea of their music finding its way into the hands of kids who shop chain stores in Dookieville, Pa. — are such creatures still out there? — but will confess, “It’s, like, pretty strange. We do the same thing, just in a different environment, but it’s hard to connect with the audience because they’re so far away.” (Kimberly Chun)
Be Your Own Pet’s Jamin Orrall’s five current faves
Dirty Projects, New Attitude EP (Marriage)
Thin Lizzy, Jailbreak (Mercury/Universal)
Chocolate Watchband, Inner Mystique (Sundazed)
Deluxin’, Deluxin’ (Stoneham Tapes) “Nathan [Vasquez’s] other band — it’s just like the Sun City Girls but a little more pop-rocky.”
Letho, Wood Ox (Stoneham Tapes) “I listen to my brother’s albums a lot. He’s made five or six records under that name on four-track cassette, but the last one was this six-part epic story of him being raised by oxen on the plains.”

…And some bad

-
0

› steve@sfbg.com
Bicycle projects in San Francisco — from the ambitious Blue Greenway initiative to new bike lanes to the simple shared-lane arrows, or “sharrows,” that have been painted on some roadways — have been shut down by a preliminary injunction that Judge James Warren signed as one of his final actions before retiring.
The ruling is part of a lawsuit brought by Rob Anderson, a 63-year-old dishwasher, blogger (whose District 5 Diary regularly blasts the “bike nuts” and “anticar activists”), and failed District 5 supervisorial candidate. Anderson and two groups he formed — Ninety-Nine Percent (referring to those who he believes don’t ride bicycles) and Coalition for Adequate Review — last year sued the city over its Bicycle Plan, arguing that it should have received more rigorous environmental review under the California Environmental Quality Act (CEQA).
Unless the injunction is overturned, city officials are prohibited from making any physical changes contemplated by the plan until completion of a trial that’s set to begin Sept. 13. The Bicycle Plan, which California cities must update every five years to qualify for certain public funds, was unanimously approved by the Board of Supervisors and signed by the mayor last year.
City officials and bicycle advocates were shocked by the scope of Warren’s ruling. “This is big. It’s means nothing new for bikes for probably the next year,” said Andy Thornley, program director for the San Francisco Bicycle Coalition. “It’s pretty strict, even worse than we feared.”
Beyond the prohibition of “installing bicycle lanes on any street in San Francisco named or described in any part of the plan and its maps” and a range of other physical changes, the ruling says the city can’t pursue plans to allow more bikes on public transit. Anderson and attorney Mary Miles didn’t get everything they wanted, such as an end to the city’s “educational or training programs, enforcement activities, or promotional activities,” but that was small consolation to city officials.
“We’re disappointed with the injunction and we disagree with Judge Warren’s conclusions,” said Matt Dorsey, spokesperson for the City Attorney’s Office. Dorsey said the lawsuit and injunction defy the spirit of CEQA, as well as its specific exemptions for bike lanes on public streets. “Bikes are already allowed the use of all the streets in San Francisco.”
But Anderson said the Bike Plan should have been subjected to a full-blown environmental impact report before being approved, rather than a finding of exemption from such review, as the board ruled.
“This is not about the contents of the plan itself. It is about the process,” Anderson told the Guardian.
But Anderson’s arguments go well beyond process and bureaucratic details — instead they are driven by what appears to be deep animosity toward the bicycle community, which he has expressed on his blog and in public comments during city meetings.
“I think cycling in the city is dangerous and foolish,” Anderson told us. “It’s irresponsible for the city to encourage an inherently dangerous activity.”
Despite that danger Anderson said he doesn’t believe the city should be building bike lanes or pursuing other safety measures because only a very small percentage of city residents will ever ride bikes. He said that bicyclists are nothing but “an elitist special interest.”
Anderson refused to identify who’s helping to fund his suit or other members of his organization, except to say it’s a “small group” that mostly drives cars. (Anderson said he relies mostly on public transit and walking.) Although he said he believes in global warming and decries traffic congestion, he doesn’t believe bikes are a reasonable form of alternative transportation.
“It’s a progressive fantasy. Bicycles are not the answer to any problem. This is America, not Amsterdam. There are big cars and lots of them,” Anderson told us.
Yet city officials remain uniformly committed to promoting bicycling.
On June 23, Mayor Gavin Newsom issued a public statement saying, in part, “Despite Judge Warren’s preliminary injunction, I remain committed to making San Francisco a national leader for bicycle transportation. Our goal is to increase the number of bike trips in the city to reach 10 percent of all trips by 2010. My administration will do everything within our power to reach that goal.” SFBG
www.district5diary.blogspot.com

From ANWR to SF

-
0

OPINION For more than a decade, the oil industry and environmentalists have fought over the Arctic National Wildlife Refuge (ANWR) in Alaska.

At the same time, polarizing debate has raged in San Francisco over automobiles in Golden Gate Park, with the proposed car-free Saturday on JFK Drive as the latest iteration.

While ANWR is a long way from San Francisco, that fight has a lot in common with the debate over car-free Saturdays. Both the ANWR and car-free Saturday debates include an enormous expenditure of political capital to confront or defend a lifestyle based on unlimited use of personal cars. And while Gavin Newsom’s veto of car-free Saturday legislation tells us a lot about our ambitious mayor, it also gives us a lens into what he might be like as a future US Senator voting on ANWR drilling.

In ANWR, the debate is whether wilderness should be opened to drilling in order to wean the nation from foreign oil and to save American motorists from inconvenient gas price increases. In short, it is about accommodating a way of life centered on unlimited personal car use — instead of reducing our need for oil by switching to compact urbanism, mass transit, walking, and bicycling.

In Golden Gate Park, the debate centers on a way of life based on unfettered free parking and high-speed "cut-thru" streets like JFK Drive, versus a way of life that reduces car dependency and celebrates urbanism and nature at the same time. While the city and its mayor promote a green image, a small group of wealthy interests maintain that cars simply have to be a central part of our lives and a primary means of transportation, particularly in cities. Moreover, they envision the car-free Saturdays as a dangerous step toward other citywide proposals, such as reducing the space for cars on the streets to prioritize mass transit and bicycles, or perhaps restricting cars on Market Street. Those are the real stakes in this debate.

Like forbidding drilling in ANWR, restricting cars in parts of Golden Gate Park would symbolize a victory for a specific vision centered on reducing the role of automobiles in everyday life.

It is difficult to know how Gavin Newsom would vote on ANWR if he were elected to the US Senate — a position for which he is no doubt being groomed — upon the retirement of Sen. Dianne Feinstein. But in light of his veto of car-free Saturdays, it is worth pondering that with this veto Newsom reveals he could be persuaded to come down on the wrong side in one of America’s most controversial environmental debates, and support drilling in Alaska.

Imagine that 10 years from now, oil prices and global conflict over oil have intensified. A delusional motoring public in California demands relief from its senator (who as mayor did very little to truthfully address problems of automobile dependency in San Francisco). Republicans will be pointing at the offshore oil in California, and Newsom, a Democrat having just been elected to replace the retired Feinstein, will be challenged to provide relief. Would Newsom, out of desperation, support drilling in ANWR to avoid drilling in California?

Actions speak louder than words, and what Newsom has done this week is to set San Francisco up for another decade of automobile dependency without offering any viable alternative. SFBG

Jason Henderson

Jason Henderson is an assistant professor of geography at San Francisco State University.

Free kitten?

-
0

› Kimberly@sfbg.com

SONIC REDUCER Mother’s Day: the primo time to think about reasons why mom rules. So why did I spend it listening to Grandaddy’s new, possibly last album, Just Like the Fambly Cat (V2)? I also lost about four solid hours watching Amon Duul, MC5, and Scott Walker videos on YouTube and thinking back to my adolescent years, when my household chores fell by the wayside and dear ole mum would threaten to spirit away a sackful of our 20 or so semiferal "fambly" cats and kittens and abandon them by some desolate roadside pineapple cannery. Thanks, ma!

Really, Hallmark and the assorted commercial pressures that guilt you into shuffling to the post office with an annual tribute to motherhood bring out the absolute worst — namely, inappropriate memories — in me. Though that certain special someone never carried out those acts of probable feline-cide, it’s clear not all of us come psychologically, emotionally, and financially equipped to be parents — just as many of us were not well kitted out to be pet owners. We try: Glance through the approximately 17,000 cat videos on YouTube — John Lennon’s scant 415 refs are no match against the cuddly-wuddly, flea-bitten hordes. The majority are amateurish, dull, full of "aw-isn’t-she/he/it-cute — quick get it on the cameraphone" tumescent adoration.

Still, between the anticlimactic "Puppy vs. Cat" snippets, music fans can kill an entire Mother’s Day watching Magma serenade Catholic padres in some strange French B-movie or study a drowsy Velvet Underground supposedly writing "Sunday Morning" ("They all look so fucked up. Heroin is bad for you," comments one viewer) or check out the most viewed music-related vid that day (perhaps related to the new service that started last week allowing users to upload footage directly from a phone or PDA): a blurry, too-loud, obviously cellie-derived clip of Guns n’ Roses blasting out "Welcome to the Jungle" at NYC’s Hammerstein Ballroom on May 12.

How perfect then that I stumble across a few Grandaddy videos on my YouTube travels, including a slightly oogy bit showcasing, as its maker puts it, "a slug on a cucumber listening to Grandaddy." A comment on the lysergic lethargy embedded in the Modesto band’s tunes? Animals, or rather people in animal suits, operate as stand-ins for nature in the group’s shared videos, representing a star-crossed love for the junky delights of an infinitely disposable, shareable information culture, as well as the earthly attractions of the Central Cali natural world. I can totally relate, dudes.

Sluggish Grandaddy fans who can’t break away from waxing their own cucumbers will be pleased to know that Just Like the Fambly Cat is a suitably great, elegiac outro for the disbanding band (so says songwriter Jason Lytle). A pop symphony to that final solution to dissolution and aimlessness: death. If Grandaddy always seem to teeter betwixt stoner listlessness and slacker lack of focus, the threat of imminent nonexistence and looming loss has brought a sense of purpose, opening with a child’s repeated, lisping, "What happened to the fambly cat?" and closing with Lytle’s grandiose finale, "I’ll never return!" The act of recording melts into biography, as Lytle angrily mourns his broken engagement with all the infectious pop trappings ("Jeez Louise") and then gets lost in dusty, hermetic yet elegant reveries reminiscent of such peers as Air ("Oxygen/Auxsend"). There are, as Lytle sings, about "fifty percent less words" here, breaking from pop formulae, but the writing is more than up to providing the mental visuals for Fambly Cat‘s aural invocation of the last, sad days of summer.

Nonetheless, YouTube comes through with some Fambly Cat imagery, as Lytle has come out from behind the animal costume on a lo-fi video for the "single" "Where I’m Anymore." He bicycles down orchard and suburban lanes, bridging Modesto’s agri and aggro environs, as a papier-mâché cat head jumps into the frame for the slow-jamz chorus of lost-pussy meows. This shy number may have emerged after Margot and the Nuclear So and So’s similar catcentric number, but Grandaddy’s easy, sensuous paw tracks promise to stick with you longer, even after Lytle supposedly says good-bye to Modesto, a place tied tightly to another dubbed Grandaddy. After all, Magnet magazine recently reported that Lytle has sold his Modesto house and is moving to Montana, with no plans to perform Fambly Cat songs live ("If we go on tour, somebody’s gonna fucking die"). But perhaps this media-lavished long good-bye isn’t what it seems — and Grandaddy fans can dry their tears — because it appears Lytle will play those tunes after all, at Amoeba Saturday. Like a cat that always comes back, all may not be lost. SFBG

JASON LYTLE OF GRANDADDY

Sat/20, 6 p.m.

Amoeba Music, 1855 Haight, SF

Free

(415) 831-1200

Creative Manufacturer: Fat Dog’s World Famous Subway Guitars

-
0

1800 Cedar, Berk.

(510) 841-4106

For 38 years, a man named Fat Dog has been serving as Berkeley’s own musical Dr. Frankenstein.

As the owner of Fat Dog’s World Famous Subway Guitars, Fat Dog, along with his crew of Igor-like technicians, has been saving dismembered guitar parts from shuttered factories, cobbling them into weird custom instruments, and passing the savings along to you.

The results are "proletarian guitars," as Fat Dog likes to say, favored by first-time players and well-known musicians alike. Over the years the shop has catered to untold numbers of artists, from Les Claypool to Green Day to that fifth grader on the way to her first guitar lesson.

Aside from looking pretty sweet, the critical benefit of playing one of Fat Dog’s custom creations is that even if you’re a broke, struggling, or maybe even terrible musician, you can still get a totally unique instrument at a budget price.

Offering these customized wacky wonders at an average price of about $400, Fat Dog says, "We sort of were more aimed at the working musicians and people that didn’t have that privileged budget to buy those more expensive instruments."

The original intent of Subway Guitars was to operate as a repair shop. In keeping with that tradition, the repair end of the business still operates as a technician’s co-op, in which the people doing the work actually get to keep 100 percent of the cost of labor.

The business’s keen interest in reusability, fair pricing, and fair labor practices resonates in another of the shop’s unexpected retail endeavors: promoting alternative transportation.

Those not in need of gussied-up vintage guitars might nevertheless be interested in a gussied-up vintage bicycle. The shop has recently reinstated its $50 bike sale, garnering inventory from an old barn where Fat Dog has been storing road bikes and cruisers for years.

However long the business stays in its original location in North Berkeley, and however many bicycles are put back on the road, Fat Dog says his focus will always be on guitars.

"We’ll keep going on with the same mission," he says, "which is providing people with good, really high-quality guitars without subscribing to collectors’ absurd prices." (Ivy McNally)

1...567Page 7 of 7

48hills.org is the official publication of the non-profit San Francisco Progressive Media Center.
Contact us: info@48hills.org