Cars

Flour + Water

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paulr@sfbg.com

In an era when the naming of restaurants resembles the naming of Japanese cars — the ideal being a single, elegant, mysterious word like "Incanto" or "Lexus" — it seems rather daring to give a new place such a defiantly plain, yet weirdly complex, name as Flour + Water. One suspects that the idea is to suggest simplicity and forthrightness, but a certain austerity is also implied — not to mention the ubiquitous ness of flour in this country. We eat way too much flour, too much of it white and refined. It silts up our insides. I do like the "+" for its distinctiveness.

As it happens, pizza crust consists largely of flour and water, and one of the bigger deals at Flour + Water (which opened by a pair of Davids, White and Steele, late in the spring on the ground floor of a big Victorian building in the innermost heart of the Mission District) is pizza. The pies are made in the Neapolitan style, which means a thin crust and a very hot oven. This style of pizza has become very, very popular in San Francisco in the past few years — a winsome development for those of us who suffered through a long Dark Age of foam-rubber crusts. Are Flour + Water’s crusts up to the high standard set by Pizzeria Delfina, Gialina, Pizzetta 211, and Piccino? That, Horatio, is the question.

The duet of flour and water also figures in pasta, but the routine here can be more complex, since if you replace the water with egg, you end up with noodles. Flour + Water’s — excellent — pastas are hand-rolled, just from semolina flour (the slightly yellowish stuff produced from durum wheat) and water, I would guess. The name we give to this combination, macaroni, faintly suggests that it came from a box on a supermarket shelf, but in fact Flour + Water’s pastas are not only brilliantly sauced but produced in unusual shapes with evocative names — "maltagliati," for instance, or "rags," a type of pasta made from leftover scraps. One evening I saw a plate of this arriving at the festive table next to ours, and it did look like a tiny pile of old clothes waiting to be stuffed into a Goodwill bag.

My own plate of pasta, already dispatched, had consisted of agnolotti ($16), a swarm of little ravioli-like pockets filled with seasoned minced pork and bathed in a sauce of butter, Parmesan cheese, and parsley. (Our well-schooled server said that the name meant "clouds," but I might have misunderstood her; "agnolotti" is also said to refer to the shape of priests’ hats.) The pasta itself had the slight, not-unpleasant toughness I associate with fresh macaroni; fresh noodle pasta is a bit more pliant and luxurious. It’s like the difference between wool and cashmere.

Given the apparent pedigree of the pizza operation (chef Thomas McNaughton’s kitchen has its own pizzaiolo, Jon Darsky), I was struck by the condition of the crust under a margherita pie ($12 for a decent-sized one). I am all for blistering, and the restaurant’s Web site boasts of an ultra-hot oven, but there is a difference between blistering and charring. Blistering good, charring bad. Charring makes an un-pretty spectacle and leaves an off taste — we are talking about burnt flour, after all — while research suggests that it’s bad for you. By the time we were done with the pie, the serving tray was littered with twisted little lumps of charcoal, like burned-out tanks on a miniature battlefield. The toppings were fine and included fior di latte (a mozzarella cheese made from cow’s rather than water-buffalo milk). The half-wilted basil leaves clearly had spent some time in the oven.

In a small irony, some of the restaurant’s best dishes have nothing to do with pizza, pasta, or flour. A trio of plump marinated sardines ($9) wore bikinis of roasted-pepper slivers — they looked like a chorus line in some musical about a beach — while a simple side dish of chickpeas ($5) turned out to feature fresh chickpeas. These have a wonderful spring-green color and a bit more juiciness than the reconstituted, beige kind. F+W’s lot was also enlivened by a fine dice of pancetta, carrot, and onion (a meaty twist on mirepoix) and broth, which we daintily sipped after the chickpeas were gone.

Best of all, Flour + Water’s brief dessert list includes an authentic star: a block of olive-oil-scented cornmeal cake ($8) topped with a globe of olive-oil ice cream — a dense, smooth reminder that olives are fruit — and flanked by split strawberries tossed with shreds of candied fennel. Fennel is a root, not a fruit, and candied or not, its looks are unprepossessing (like a frosted-glass lightbulb that’s shattered), but its licorice flavor takes well to sweetening and to a union with sweet-tart, ripe strawberries. Enchanting!

FLOUR + WATER

Dinner: 5:30 p.m.–midnight

2401 Harrison, SF

(415) 826-7000

www.flourandwater.com

Beer and wine

Pleasant noise

AE/MC/V

Wheelchair accessible

Ken Garcia’s wilderness

5

By Tim Redmond

Wow, and environmental issue that Ken Garcia can actually get excited about! The Examiner’s house curmudgeon, who loves to beat up on progressives, is outrages that the supervisors might consider putting parking meters in Golden Gate Park:

Our fabled greenbelt is about to become a money belt. Our forested treasure is about to be turned into a treasure chest.

The idea of sacrificing the beauty of Golden Gate Park to feed the fiscal hole created in part by the mayor and the board is ridiculous. Planting metal posts in our parks is a crime against nature.

Um, sorry Ken, but the “fabled greenbelt” is already a bit tainted — by thousands of cars that park along those “forested” streets every day. You want nature in the parks, fine — I’m with you. Close most of the East End to vehicle traffic and get rid of all the parking spaces. But no, Mr. Garcia never wants to mess with cars; he’s the most pro-automobile columnist in town.

He just wants people to be able to park in, and befoul, this urban treasure — for free.

(And by the way — I’m all for charging money for parking in GG Park — but I continue to wonder how long those nice, juicy meters plump with coins will last when it gets dark and hungry, and every creative, folks start thinking about all that spare change.)

Capitalmania

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a&eletters@sfg.com

REVIEW UC Santa Barbara sociology professor William I. Robinson was recently in the news for having the temerity to criticize the Israeli military’s assault on Palestinian civilians in Gaza. Right-wing groups including the ADL orchestrated a campaign attacking Robinson with the implication that any criticism of Israel’s military abuses in the occupied territories somehow equates to anti-Semitism.

It would be nice if Robinson also received some press for the incredibly rich body of work he has produced in his career. His current volume Latin America and Global Capitalism (Johns Hopkins University Press, 440 pages, $55) is an important book for anyone interested in where our imperiled planet is headed. Robinson, author of the brilliant 1996 study of U.S. foreign aid Promoting Polyarchy, is admirably thorough in his overview of the direction capitalism has taken in Latin America since the 1970s. Robinson uses research from years of on-the-ground work, and sifts through rafts of data to map out how neoliberal trade agreements and other mechanisms for greasing the machine of global commerce have increased profits for global elites while deeply disrupting traditional patterns of life and balance with the natural world.

One glaring example Robinson focuses on is the shift toward intensive farming of soy, which has massively displaced small farmers and production of dairy, fruit trees, horticulture, and other grains. Soy production is now much more profitable than food production for local consumption — hence malnutrition is on the rise in soy producing areas.

Plans for expansion of biofuel production, Robinson writes, "could well obliterate small and medium producers and consolidate a new empire of corporate agribusiness, biotechnology, chemical and pharmaceutical TNCs [transnational corporations] in South America. The ecological devastation would undermine any gains in terms of a reduction in carbon-based fuels, and we would face a situation — absolutely absurd from any social logic yet consistent with the logic of capital — in which cars would replace human beings as the main consumers of world cereal output."

In addition to these new agro-exports, Latin America and Global Capitalism analyzes the spread of maquiladoras, the transnational tourist industry, exported labor, and remittances from abroad sent home. Robinson makes no bones about being a politically engaged academic, or of shaping his thorough, rigorous work with the intent of it being useful for popular progressive struggles. His sentiments are clearly with the indigenous resistance movements he chronicles in Latin America, as well as the immigrants’ rights movement in the United States and the continuing Bolivarian revolution in Venezuela. The ruling elites have their well-funded, right-marching think tanks churning out public intellectuals cultivated to defend the status quo. Grassroots radicals need more like William Robinson.

Shifting gears

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rebeccab@sfbg.com

Bicyclists throughout the city cheered as the San Francisco Municipal Transportation Agency board unanimously approved 45 new bike-network improvement projects June 26, a move that was hailed as a major step forward for cyclist safety on city streets and a win for the environment.

In a historic decision, SFMTA accepted the findings of an environmental impact review associated with the long-stalled San Francisco Bike Plan and green-lighted almost all of its near-term project proposals, a decision that could trigger the construction of 34 new miles of bike lanes throughout the city starting as early as August.

Plans also call for innovative improvements such as colored bike lanes, converting on-street parking spaces from cars to bikes, thousands of new bike racks, and an effort to ramp up education about safety for bicyclists and motorists. Three years after a court injunction came down on bike-network improvements in the wake of a lawsuit for failing to conduct a full EIR, the board’s vote was widely applauded as a pivotal moment for bicycling in San Francisco. Now that the EIR has been adopted, the process of lifting the injunction has been set in motion.

The vote followed more than three hours of testimony from avid San Francisco cyclists, who asked for more bike lanes and greater accessibility for would-be bicyclists such as children and seniors. Fewer than 20 people turned out in opposition and most people on the thumbs-down side voiced their general support for enhanced bike lanes, but took issue with some flawed aspects of one of the projects.

For a comprehensive design that could ultimately remove more than 2,000 parking spaces from city streets to accommodate bicycle infrastructure, there was remarkably little discussion about the loss of parking.

An old familiar debate about bikes vs. cars continues to grind away — but even Mayor Gavin Newsom called this squabble a thing of the past, touting the Bike Plan as progress for San Francisco and focusing his comments at a press conference on sustainability and livability instead the competition for space on city streets.

IF YOU BUILD IT …


Moments after the MTA Board announced its decision, a crowd of die-hard bike enthusiasts from the San Francisco Bicycle Coalition exchanged hugs and congratulations outside the City Hall hearing room. The vote was hailed as a major, hard-won victory.

"This is a momentous day for better bicycling and a better San Francisco," said Leah Shahum, executive director of the 10,000-member organization. The city "has taken a significant step forward in proving its commitment to smart, sustainable transportation choices, and we expect to see the numbers of people choosing to bicycle to increase dramatically."

Still, there are undoubtedly some who only expect to experience a dramatic increase in frustration when looking for a parking space. There are 880 lane-miles of streets in San Francisco’s roadway network, and according to SFMTA spokesman Judson True, a total of 880 parking spaces throughout the city would’ve been removed if the MTA Board had approved all 46 Bike Plan projects. (The board okayed 45 out of 46 projects; the hotly debated Second Street project, which would have stripped out a handful of parking spaces to accommodate bike lanes, was continued for further study.)

Amid the hundreds of pages of comments submitted during the EIR process was a complaint that the Bike Plan — often touted as a win for sustainability — could adversely impact San Francisco’s air quality by causing more drivers to circle in search of parking.

"More time will be spent by persons in cars as a result of a lack of on-street parking (already at a critical lack of capacity) searching for an available parking spot or stuck in traffic jams due to removal of car traffic lanes," one member of the public complained.

In response, the EIR points to San Francisco’s Transit First policy, which essentially says that the city will provide more of an incentive to take public transit than drive. "The social inconvenience of parking deficits, such as having to hunt for scarce parking spaces, is not an environmental impact," the EIR notes. "There may be secondary physical environmental impacts such as increased traffic congestion at intersections, air quality impacts, safety impacts, or noise impacts caused by congestion. In the experience of San Francisco transportation planners, however, the absence of a ready supply of parking spaces, combined with available alternatives to auto travel … induces many drivers to seek and find alternative parking facilities, shift to other modes of travel, or change their overall travel habits. Any such resulting shifts to transit service in particular, would be in keeping with the city’s Transit First Policy."

The underlying idea is that the Bike Plan can help to clear the air, fight climate change, and boost public health by making it more convenient to go without a vehicle — and more of a headache to drive.

As one commenter pointed out, the Bike Plan could also make life easier for people with disabilities who have to drive by replacing cars with bikes and thus freeing space in traffic lanes.

BRAKING THE HABIT


There are, of course, many sound arguments for nudging people away from driving. At a June 26 press conference, Newsom noted that 54 percent of the city’s greenhouse-gas emissions are related to vehicle traffic on the city’s roadways — and reducing those carbon emissions would go a long way toward making the city more climate-friendly, not to mention healthier for cyclists and non-cyclists alike.

Meanwhile, Bert Hill, chair of the city’s Bicycle Advisory Committee, noted that 40 percent of car trips in the city cover two miles or less, a distance easily traversed by bicycle. If more people opt to go by bike, the result could be calmer traffic, cleaner air, and possibly a boost for business. "No one goes shopping on the highway," one commenter pointed out during the SFMTA Board hearing. For all of these overarching benefits to be realized, of course, many motorists will have to change their behavior by electing to leave the car at home.

The San Francisco Bicycle Coalition points to evidence suggesting that many frequent drivers are in fact ready to transform into frequent bicyclists. "New bike lanes will … attract tens of thousands of new bicyclists," an SFBC press release noted. "More than one-third of San Franciscans say they would ride if streets had more bike lanes and were more inviting for bicycling."

Newsom sounded a similar note, calling the Bike Plan "inevitable" and asserting that the debate that "used to be framed in terms of two wheels vs. four … that is behind us." Instead, he added, it’s time for "a new narrative of collaboration and partnership" between people who share the road.

Still, a battle continues to be waged against the implementation of the Bike Plan. Mary Miles, the attorney responsible for securing the three-year Bike Plan injunction (see "Stationary biking," 5/16/07), momentarily ruined the party at the SFMTA hearing by showing up, casting an icy glare, and warning the SFMTA board to "just stop now. We are appealing these actions." In the overflow room on City Hall’s first floor, Miles’ comments elicited hoots of laughter from a crowd of cyclists.

Miles’ client, Rob Anderson, is known for his cynical view that most people will never be encouraged to ride a bike, and that the Bike Plan unfairly rewards cyclists, a "special interest" group, at the expense of the majority of people, who drive.

Anderson and Miles are expected to appeal the SFMTA’s decision, possibly throwing one last monkey wrench into the process of moving the Bike Plan forward. Construction of new bike lanes can’t begin until the legal issues are resolved and the injunction is lifted.

PARK(ING) IT


A frantic driver who has just found a parking space might be thrilled to seize it, but Matthew Passmore has sparked a different sort of appreciation for parking spaces. One of the founders of Park(ing) Day, Passmore helped draw international interest in 2005 by temporarily transforming a parking space in the Mission District into a public park.

Since then the trend has caught on all over the world: all it takes is some Astroturf, a couch, and a few coins to pay the meter fare — and suddenly the public space usually reserved for cars is transformed into an attractive mini-park for pedestrians and passers-by.

The Park(ing) Day exercise, an event that takes place in September, has since prompted the creation of some 600 parks, free clinics, and other temporary "spaces" as part of the wider commentary about the allocation of public space. In Passmore’s view, "far too much of our city is dedicated to the automobile," and Park(ing) Day is just one way of illustrating this point.

For the soon-to-be 79 miles of bike lanes in the city, after all, there are still 880 lane miles built for cars, and San Francisco streets still accommodate a whopping 320,000 parking spaces. For his part, Passmore characterizes the removal of a few parking spaces as mere "growing pains," but emphasizes that in the long run, the Bike Plan will benefit everyone — not just cyclists.

Turning point

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MORE ON SFBG.COM

>>Deconstructing the politics of parking in San Francisco

>>Safer streets for cyclists cause growing pains for motorists

news@sfbg.com

San Francisco has been a "transit-first" city since 1973, when the Board of Supervisors first adopted the policy of officially promoting public transit, pedestrians, and bicycles over the automobile. But the label has really been in name only — until this year.

Through an unusual confluence of policy initiatives that have been moving forward for several years, San Francisco is finally about to have a serious discussion about the automobile and its impacts. And parking policies are being used as the main tool to reduce traffic congestion, better set development impact fees, increase city revenue, and promote alternatives to the automobile.

"Our parking requirements need to be revised to support this [transit-first] policy by limiting parking supply — the single greatest incentive to drive — where transit and other modes are viable alternatives," reads the city’s Better Neighborhoods Plan.

While the very notion of deliberately limiting parking will likely be met with howls of protest by many drivers — indeed, urban planners already acknowledge that it’s probably not politically feasible to make drivers pay for their full impacts — they also say it’s the only way to decrease the over-dependence on the automobile.

"Without limiting parking, people will choose an auto-oriented lifestyle and continue to drive. Traffic will continue to worsen, and we will never shift the balance in favor of ways of getting around that are more effective in moving people," the plan continues.

Yet the push isn’t as dire for drivers as its stark language suggests, thanks to some innovative initiatives that could ironically make it even easier to park in some areas than it is now, in the process easing traffic congestion by eliminating the number of cars circling the block looking for parking spaces, which studies show can often account for up to one-third of the cars on the road.

DEMAND-BASED PARKING PRICES


The SF Park program is scheduled to begin later this summer in eight pilot areas, providing real-time parking data to give drivers better information on where to find spots and controlling demand with a market-based pricing system that raises rates when spots are scarce, encouraging turnover and freeing up spaces.

It is just one of many current initiatives. The city is looking at extending meter hours to nights and Sundays and adding parking meters in Golden Gate Park (those are simply revenue measures aimed at city budget deficits). Another study is examining the nexus between parking and developer impacts that could be used to charge new fees for construction. There’s also a comprehensive study of on-street parking policies that will be going before the Board of Supervisors (sitting as the San Francisco County Transportation Authority) next month after nearly five years in the works.

Yet creating more progressive parking policies requires political will, which will surely be tested in the coming months. Indeed, this year’s battle over the Municipal Transportation Authority budget — whose $128 million deficit was closed by Muni fare increases and services cuts rather than parking increases by a ratio of about 4-1, thanks to pressure from drivers and Mayor Gavin Newsom — was an early indicator of the pitfalls that exist within the politics of parking.

Using a $20 million federal traffic congestion management grant, SFMTA has spent years developing the SF Park program, approving most of the details last fall and planning to roll it out by summer’s end.

"Under-regulated on-street parking results in limited parking availability, inefficient utilization of spaces, and excess vehicular circulation," begins the San Francisco On-Street Parking Management and Pricing Study Final Report, which is headed to the Board of Supervisors next month. "This program will assess the effectiveness of using pricing and complementary strategies as a way to manage demand for parking."

The program will be rolled out in eight areas, coordinating parking information in more than 6,000 street spaces and 20 city-owned parking garages, and using that information to adjust parking rates — charging more when spots are scarce and for additional hours — to try to achieve a parking occupancy rate of about 85 percent.

"An on-street parking occupancy of 85 percent has been demonstrated by parking experts … as the benchmark for the practical capacity of on-street parking. At 85 percent occupancy, approximately one available space is expected per block, thus limiting the cruising phenomenon and generally assuring the availability of a space," the study reads.

SFMTA spokesperson Judson True called SF Park "the future of parking management, adding that "we are taking a big bite of the parking management pie with SF Park, which is the most advanced parking management system of any U.S. city."

THE TRUE COST OF CARS


It’s just the latest work product from transportation planners that have spent years behind-the-scenes developing programs to deal with the city’s over-reliance on the automobiles. "It’s all part of a strategy of using parking as a demand management strategy," said Zabe Bent, a planner with the San Francisco County Transportation Authority.

She is working on the parking policies, as well as a proposal to charge motorists a congestion fee for driving into the downtown, which comes before the Board of Supervisors this fall (although implementation is probably at least three years away).

Bent said city officials are working on a number of fronts to shore up San Francisco’s "transit-first" status and prepare for growth in what is already one of the country’s most congested cities. So some of the decisions coming up are bound to be tough.

"It’s a tradeoff we need to make to achieve our goals," she said, noting that the central question transportation planners are wrestling with is, "How do we achieve a more sustainable growth pattern?"

Such noble intentions can always get hung up on politics, and the ever-present question of how to pay for it during an era of fiscal crisis. So it appears the city may have to get creative with funding its new approach to parking.

Alica John-Baptiste, the assistant planning director overseeing the parking impact fee study, said that while it does appear to be a big year for new parking policies, "this conversation has been underway for a number of years. A lot of the discussions we’ve had are now being studied."

Most recently it was the citizens committee that developed the Market-Octavia Plan — one of the first to cap how much parking developers may build along with the projects — that sought guidance about what the city could legally do to recover the full costs associated with automobiles.

"There were a bunch of questions that came up about parking as an issue," she said of the Market-Octavia process. So the Planning Department and other city agencies began to explore the cost of parking as part of the city’s update of the Transit Impact Fee that is charged to new development, with the idea of expanding that to include impacts to all modes of transportation.

"We are looking at parking as a land use and its impact to the [transportation] system," she continued. "This is a city that really wants to support other modes than just transit."

The contract for that parking nexus study was awarded to Cambridge Systematics earlier this month with initial recommendations expected by the end of the year. That study is expected to show that developers and drivers don’t come anywhere near paying for the full cost of the automobile to San Francisco. "These nexus studies usually suggest a much higher fee rate than is feasible to provide," she said.

In other words, drivers and developers would freak out if asked to pay for their full impacts, arguing that that doing so would stifle development, hurt the economy, punish those who need cars, etc. So the fees will likely be set lower than needed to cover the city’s costs.

Even in the short-term, simply extending meter hours into the evenings — as SFMTA is now studying to help the city deal with its budget deficit — is likely to trigger a pitched battle between progressive supervisors and politicians who side with some merchant groups that consider parking sacrosanct.
David Heller, president of the Greater Geary Merchants Association, will be one of those leading the charge. By way of argument, he criticized San Francisco as "a very business-unfriendly city" compared to competitors like Colma and Burlingame and laid out this scenario: "After 6 p.m., there are no power lunches going on. People want to relax. Imagine you sit down to a nice dinner. You’ve got your wine and are enjoying your appetizer and in the middle of your meal, you have to get up and feed the meter. When you return, the ambiance has been lost. What are the chances you’ll return to that restaurant?"
And so it goes with the politics of parking, where pressing realities clash with visceral reactions, driver prerogatives (such as the "right" to feed the meter, which actually isn’t legal), and other distracting entitlement issues.
Gabriella Poccia and Rachel Buhner contributed to this report.

———–

PARKING BY NUMBERS


Number of on-street parking spaces in SF: 320,000

Number these spaces that have meters: 24,000

Total parking spaces in San Francisco: 603,000

Number of cars and trucks registered in SF: 441,653

Annual revenue from meters and city-owned garages: $64.5 million

Annual revenue from parking citations: $90 million

Number of street spaces in 8 SF Park pilot zones: 6,000

Hourly meter rates in the zones, depending on demand: 25 cents to $6

Hourly garage rates in the zones, depending on demand: $1 to $10

Number of residential parking permits issued: 89,271

Cost of purchasing an on-street residential parking permit: $74 per year

Number of temporary permits: 2,867

Annual revenue from residential parking permits: $5.7 million
Cost of purchasing SF parking on Craiglist: $100 to $500 per month
Annual city revenue if residential permits were market-based: $320 million

The mobility of space

0

sarah@sfbg.com

Jason Henderson is standing on Patricia’s Green in Hayes Valley, shielding his eyes from the midsummer sun, as he explains how this area, which once lay in the shadowy underbelly of the Central Freeway, was reclaimed as a pedestrian-friendly park.

"In 1989 the freeway went all the way to Turk Street," said Henderson, an assistant professor of geography at San Francisco State University, describing how the raised concrete roadbed, built in the 1950s, cut across this neighborhood and blocked the sky — until the Loma Prieta earthquake hit and damaged the final section so badly it had to be torn down.

That natural disaster triggered a public discussion about the use of the surrounding space, and a 15-year fight that culminated in 2005 in the dedication of the Green, which is part of the Octavia Boulevard Project. Neighbors and business owners pushed the city to convert a damaged freeway into a landscaped park.

That sort of change fascinates Henderson. "I am interested in how people move around cities, and how urban space is configured for movement," he said.

The young professor was raised in New Orleans and wrote his dissertation on transportation and land use debates in Atlanta — which, as Henderson notes, is "the poster child for sprawl but became a hotbed in the ’90s of a national discourse about how we should grow, which became this very interesting debate about reurbanizing."

Henderson’s research focuses on the politics of mobility. He decided to move to San Francisco in 2003 because he saw it as an opportunity to live in a city where a car is not necessary and to study the history of the city’s freeway revolt, which began in the 1960s.

And while he is proud of this park, which was dedicated as Hayes Green then renamed for the late Patricia Walkup, a Hayes Valley resident who tirelessly advocated for the park until her death in 2006, Henderson thinks the local politics of parking have reached "a spatial stalemate."

"During the freeway revolt of the 1960s, San Francisco rejected the freeway but not the automobile," Henderson explained. "But even as San Francisco residents decided that they did not want big gashes of freeway through their waterfront, the Marina, and Golden Gate Park, the city continued to have laws that said every housing unit was to have one parking space.

"So the city adopted a transit-first policy on paper, but didn’t take space away from cars. And if you don’t do anything, you’re not solving the problem."

The problem in San Francisco is what he called the "essentializing of cars."

"A core idea within the parking debate is that there is a universal love affair with the automobile," Henderson explained. "But Obama is downsizing GM and Chrysler, and for the first time since 1960, vehicle miles traveled have started to go down. Until last year, the mantra was that Americans are going to drive. But then we found out that at $4 a gallon, this country freaks out and changes."

Earlier this year, Henderson published a paper that analyzes the city’s politics of parking through the lens of two ballot initiatives from the November 2007 San Francisco election.

"San Francisco’s parking debate is not just about parking. It is a contest over how the city should be configured and organized, and for whom," Henderson wrote in his paper, titled "The Spaces of Parking: Mapping the Politics of Mobility in San Francisco."

His research led him to conclude that progressives, who want to make the city more bike- and public-transportion friendly, are pitted against the more conservative elements (he calls them neoconservatives), who want to increase space for parking and cars at all costs, with the moderate (or in his words, "neoliberal") factions tangled in between.

Part of Henderson’s critique involves estimating the hidden costs of parking — and as it turns out, that can be done using Google and Craiglist. According to a San Francisco Municipal Transportation Agency 2008 fact sheet, there are an estimated 320,000 on-street parking spaces in San Francisco, including metered spaces, each consuming, on average, about 160 square feet.

According to a 2002 presentation by Jeffery Tumlin, a national transportation consultant, if the city rented these spaces for the lowball rate of $1,000 a year, San Francisco would rake in $320 million annually.

There would be no shortage of demand — market prices are way higher. Henderson’s review of Craiglist unearthed folks who looking to rent parking spaces in San Francisco and willing to pay from $100 to $500 a month.

But SFMTA — which issues more than 89,000 residential parking permits annually and recently opted to cut Muni service and routes and increase fares on public transit rather than extend parking meter hours to balance its budget shortfall — decided to increase the cost of these parking permits, starting July 1, by only $2, from $72 to $74 — per year. That’s less than 10 percent of market value.

The resulting revenue will be dedicated to the cost of administrating the program — not to offset the hidden costs of parking, which include carbon dioxide emissions, air pollution, congestion, and occupying valuable space.

Henderson is intrigued by the relationship between parking policy and a complex set of factors that include public health, obesity, and the cost of affordable housing. He notes that if a city’s housing policy requires developers to provide a parking space for each housing unit, too often developers don’t build that housing, or build it smaller, or build it as part of a luxury complex.

"The progressive response to this dilemma is to try to get government to eliminate the one parking-space-per-unit goal and cap the total amount of parking built. Meanwhile, the neocons, who believe government should be active in creating more parking, rail against more bus lanes," Henderson said.

As he notes, common to both groups is the desire for government to help them achieve their vision.

"Much as we see San Francisco as a progressive place, it’s also peopled by neoliberals and very conservative folks — and progressive and neoliberals coalesce on the issue of ‘smart growth.’ And there are lot of progressives who have a car and say, ‘I don’t want to be car dependent; I’d like to do city share, but I’d feel stranded.’ And those who say ‘I always want to have my own car, but I only drive it once a month.’"

Conceding that "tweaking the system" will cost money, Henderson cites congestion pricing as an area where the various factions can find agreement.

"The important question is, what will the revenue be used for?" Henderson said, noting that some will argue that if you charge motorists to use roads, then the money should be used to improve the roads, which is what has happened with toll roads in Texas.

But in San Francisco, activist are pushing the opposite approach. "Whereas the sustainable transportation movement in San Francisco wants to use the revenue from congestion pricing to fix Muni and discourage driving," he continued.

In his paper on parking policy, Henderson details exactly how parking allocations push up the price of housing — and change the face of ongoing developments.

A typical off-road parking space takes up 350 square feet when room to move in and out is factored in — and that’s comparable to many offices and living spaces in San Francisco. The parking alone costs $50,000 to $100,000 to develop — a cost that’s passed on to the homebuyer.

But in most neighborhoods, developers can’t avoid parking, because of planning laws. "This means that neighborhoods like the iconic North Beach simply could not be built today," Henderson wrote, noting how mandatory parking provisions mean that the lower floors of new buildings are likely to contain parking garages, not storefronts and cafes, and garage entrances take away street parking and limit where street trees can be planted.

"But at least contesting car space is on the table in San Francisco" Henderson said. "That makes it an intriguing bellwether for other places."

Writer’s Block: Graffiti News

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By Michael Krimper

Modern graffiti practice — born out of New York’s behemoth subway system nearly 40 years ago — has diffused across the globe arguably faster and further than any other subculture of our time. Many thought the prohibitive end of New York subway graffiti in the mid-1980s might mark the death of the movement itself. But the phenomenon has instead grown vibrantly, evolving in imaginative and cunning ways while unexpectedly inspiring thousands of offspring movements worldwide. Regional mutations of graffiti now prosper in urban centers from São Paulo to Tokyo, as well as the sprawling suburbs spanning Paris and Phoenix, and even in small town America.

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Photos by Michael Krimper

San Francisco was one of the earliest cities outside of the East Coast to contribute heavily to graffiti’s development. Young writers painted on freight trains in attempts to mimic their eastern counterparts’ love for subway cars, but they also brought the medium to life on the more stationary public spaces; walls, rooftops, billboards, and street furniture all gained color in rhythm. To this day the city is a hotbed for the creative evolution of style, approach, and placement. Graffiti tattoos the skin of our city, breathing vivaciously yet ephemerally in the rapid changing visual landscape.

During my morning routine in San Francisco’s SOMA district I come across hundreds of graffiti pieces. The moment I step outside my flat, vibrant names call forth on the neighboring walls, twisting and swinging frenetically in with an incandescence that is brighter than the fog-smothered sun rays. A school of simply stenciled koi fish meander curiously along the concrete sidewalk, snaking up the side of a storefront’s iron cage that is painted with a woman’s statuesque face locked in distant meditation. I jaunt over to the newspaper dispensers and reach for the daily only after appreciating any new stickers and wild, hand style lettering or drippy, dirty tags and rotating wheat paste prints, all competing equally for my attention. And I take a moment to imagine the people out there who took the time to get up, the thrills they must have felt, the inspiration that brought them out to the streets to write a shadowed name or post up a devilish cartoon character.

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Is the newspaper vendor not the prime placement for graffiti — both literally and metaphorically — in this post-subway train era? Covering the pervasive street furniture are the etched names of hundreds of locals. Some invent complex calligraphy and craft intricate geometrical balance to stylize their nom de plumes. Some choose the course of improv for the signatures and let the muses of the moment guide their ink-saturated markers. And still others invest countless hours of preparation to the act of clandestinely posting up ready made stickers during the dead of the night or even the grind of the day.

Life by the numbers: More bikes = fewer bike collisions

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By Rebecca Bowe

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Things were finally beginning to fall into place for Jon Aguon. The 24-year-old college student and avid surfer and skater had completed his summer courses the day before, he’d just signed a lease on a place in the city, and he planned to spend the afternoon at a skate park on Potrero Avenue. He loaded up his skateboard, hopped on his bike, and started making his way there.

The trouble started when a bus stopped ahead of him, blocking the bike lane. In a matter of seconds, Aguon looked over his shoulder, checked for oncoming traffic, and began maneuvering around it. That’s when the Ford Expedition entered the picture.

“I remember the split second before I got hit, the roar of the Expedition motor. I knew exactly what this car was doing: accelerating to pass me,” he says. “Well, it didn’t pass me.”

Aguon says he bounced off the SUV, spun a 540, and then wound up landing on his knee. The shock set in, and he immediately curled into a fetal position. Moments later, he stood shakily. There was a sharp pain in his back, and a large blood spot was forming on his jeans at the kneecap. As he stood there dazed, the driver left his name and number with a nearby cyclist and drove off.

The bike accident occurred almost a year ago, and now Aguon — who suffered a broken rib, a badly sprained ACL and a bruised and swollen Tibia from the ordeal — says he’s still at just a fraction of his strength. Since the collision, “I haven’t even tried surfing,” he says.

Getting hit hasn’t kept Aguon from using a bike as his exclusive mode of transportation. But it did inspire him to speak out in favor of the Bike Plan, a comprehensive citywide network of new bike paths and amenities with improved cyclist safety as its centerpiece. “I’m not one of those cyclists who hates cars,” Aguon told us, adding that in fact, he loves to drive. But he believes that with improved bicycle infrastructure, accidents like his could be fewer and farther between.

March madness

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le.chicken.farmer@gmail.com

CHEAP EATS I can tell you where to get pork tacos if your car breaks down in Petaluma and you have to wait for Kragen to test your battery, which for some reason takes an hour. I speak from experience; it’s just not mine. My only experience with experiences like this are vicarious. Now. As you know, I drive a new car and have gotten in the bad habit of getting where I’m going.

Which is nice, in a way, but my chances of marrying a tow truck driver are greatly reduced. Not to mention a Good Samaritan with a wrench. Not to mention early lunch at an unexpected hole-in-the-wall next to Kragen’s. How am I supposed to discover such discoveries?

That’s where friends with unreliable cars come in. And where would I be without them? Not at Taqueria Los Potrillos No. 1 in Petaluma, contemputf8g soccer posters, soccer trophies, and pictures of a guy named Hector Murillo with his arm around various and sundry soccer stars and, for all I know, stars who are stars of other things that aren’t soccer, such as …

Well, I can’t think of any examples right now.

"Today I got up at 6, left at 7, and broke down in Petaluma," my friend the Jungle had written in his e-mail. He described his consolation tacos as "out of this world" and "amazing" — "the best al pastor taco I’ve ever had in my life, I swear."

And to think he was having it at a time of frustration and despair. And for breakfast!

I had mine later that same day, for dinner, and I would agree with my buddy’s alacritous taco take whole-stomachfully, except that in my life, "the best al pastor taco I’ve ever had" doesn’t amount to very many beans. I’m more of a carnitas chica.

Or was. Now I don’t know.

I love it when life or pork shakes you up like this. Don’t you? You think you’re straight, and then you’re gay, or vice versa, or you think you’re bi and then it turns out that in fact, you are bi, but your favorite kind of taco is al pastor, not carnitas.

Happy pride!

As you may know, I am hyperbolically fickle when it comes to food, incoherently queer when it comes to sex, insane in love, and queerly incoherent as a writer. What else is there? For me, pride is not possible. But I wish you all the very best. While you’re reading this I will be dancing with animals, I’m pretty sure, at the Berlin Zoo. Not being proud so much as slightly drunk, I predict, and very very happy.

I’ll be being the B and the T. You bring the lettuce.

I write to you from an airplane over the Atlantic Ocean, at twilight. Tomorrow morning I will wake up, if I sleep, 5,658 miles away from the nearest Guardian news box. In other words, now would be the perfect time to say something really really offensive. I wish I could think of a way to piss off almost everyone, but I’m in this sort of uncaffeinated slow and soupy Ativan cloud right now, and, realistically, the best I can hope to do from here would be to mildly annoy a handful of lesbians.

I’ll pass.

Well, let me just pose it as a question, and then finish talking about tacos. What’s the difference between a march and a parade? That’s the question. My thinking is a parade is for showing off, being proud, putting on a show … and a march is all that too, only less organized and more to the point: the point being to rally the troops, gather momentum, numbers, spontaneous support. No? Now go look at the Web page for the dyke march that happens here every Pride weekend on Saturday night, and wonder with me: they talk a lot of talk about inclusion, then ask roughly half the population of San Francisco to politely stand on the sidelines and clap.

Sounds like a parade to me. Sounds like, if you don’t need men out there in the street with you, congratulations, your work is done.

The tacos were awesome. The green salsa was delicious. The chips were fresh. Oh, and check out the bleeding Jesuses in the window of the grocery store/carniceria two doors down, all crucified and shit, sad eyes turned toward heaven, wondering: "Is there a bi march?"


TAQUERIA LOS POTRILLOS

Mon.–Fri., 9 a.m.–10 p.m.;

Sat.-Sun., 8 a.m.–10 p.m.

355 E. Washington, Petaluma

(707) 763-4220

Beer & wine

MC/V

L.E. Leone’s new book is Big Bend (Sparkle Street Books), a collection of short fiction.

Arm race

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Bionic Commando

(GRIN/Capcom; PC, XBOX 360, PS3)

GAMER Reading faithfully from Hollywood’s remake-happy script, the game industry has learned to cannibalize its history. Bionic Commando is the first in an ever-expanding series of big-budget 8-bit retreads; Splatterhouse (Namco Bandai) is due out later this year, and more are sure to follow.

Bionic Commando slots you into the futuristic combat boots of Nathan Spencer, voiced ably if bombastically by Faith No More’s Mike Patton. Spencer is equipped with a bionic arm, a telescoping grappling hook of a limb that enables him to cling to his surroundings and swing, Tarzan-style, through the game’s various levels. The arm is the game’s defining feature, imbuing an otherwise unremarkable third-person action title with a giddy, kinetic thrill.

Physics-based acrobatics are a passable reason to resurrect a moldering NES franchise, and it’s too bad Swedish developers GRIN couldn’t revamp the production values as well. The game is rated "M," for mature, which means the characters curse like it’s going out of style, but the story is insulting to anyone with intelligence even approaching maturity, when it makes sense at all. Stop me if you’ve heard this one before: a scientifically-augmented super-soldier is released from prison in exigent circumstances, made hostage by withheld knowledge of his missing wife-slash-daughter-slash-favorite toy, and charged with saving the world by sinister higher-ups who are totally not going to stab him in the back at a crucial moment.

Despite its free-swinging promise, the game’s lushly designed levels are disappointingly linear. Wide-open areas are liberally slathered with "radiation," an ugly blue texture that acts as a wagging finger of disapproval every time you try to go somewhere the level designers didn’t want you to. Swing too high? Death by radiation. Too low? Radiation. Too far to the left? You get the idea.

Also frustrating is a profusion of tepid, gun-based combat, and when you’re not using your arm to throw cars at things, you’re frantically trying to put bullet-shaped holes in the helmeted henchmen of Gottfried Groeder, a cartoon fascist with a German accent that would make Major Toht blush all the way down to the Headpiece of Ra-shaped scar on his palm.

Given these drawbacks, multiplayer proved to be a refreshing pleasure. Radiation-free and adrenaline-heavy, the game’s death matches make you feel like Master Chief crossed with Spider-Man, and the bionic arm provides all sorts of invigorating possibilities. There are possibilities of a sequel too, judging from the post-credits teaser. If someone makes the rounds at GRIN headquarters installing bionic brains, I might be interested.

Supervisors fail to reject MTA’s “cars first” budget

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Board President David Chiu and Sup. Sophie Maxwell joined their more conservative colleagues–Sups.Michela Alioto-Pier, Carmen Chu, Bevan Dufty an Sean Elsbernd–today in voting not to reject the Municipal Transportation Authority’s 2009-10 budget.

As a result, proposed fare increases and service cuts To MUNI will go ahead. And so far there are only verbal promises from MTA executive director Nat Ford that his agency will examine the feasibility of extending parking meter hours in the city’s downtown core, even though the MTA is facing 10 million to $15 million deficit-thanks to the state’s ongoing budget mess and as yet unresolved union negotiations,

Here’s hoping the progressives on the Board find a way to keep it together during the upcoming battle over the Mayor’s budget, which is due next Monday, June 1.

Bikes rule SF streets

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By Steven T. Jones
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Market Street was packed with cyclists this morning. Photo by Dustin Jensen, courtesy of SFBC.

There were more than twice as many bicycles as cars this morning on Market Street, a tribute to the popularity of Bike to Work Day and the growing bicycle movement that I discussed in this week’s cover story (an article that has provoked lots of passionate responses, both positive and negative).

After conducting traffic surveys, the SF Municipal Transportation Agency (which will soon be considering almost 60 new bicycle projects) announced that from 8 – 9 a.m. on Market, there were 776 bicycles and 374 cars, an even bigger ratio than last year, when bikes doubled cars for the first time.

“Where’s Gavin?”

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By Rebecca Bowe

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In an article last month about how Berkeley Mayor Tom Bates has decided to trade in his car for a bus pass, the Chronicle reported an interesting transportation tidbit about San Francisco Mayor Gavin Newsom:

“[Newsom] rides Muni incognito, disguised in a baseball cap, and walks when he can, said his spokesman Nathan Ballard.”

In the wake of recent drama over the Muni budget, a group of anonymous city transit riders has apparently banded together to kick off a contest dubbed “Where’s Gavin?”

In a letter posted today by the N-Judah Chronicles, the contest organizers explain: “We don’t think that Gavin actually gets it on transit or gets on transit, contrary to the comment in the Chronicle that said he goes incognito. We’d like him to ride more, perhaps to get a feeling for what riders go through even on days when the budget hasn’t been cut.”

To wit, they promise to buy a Fast Pass for the first person to get a picture of Newsom riding incognito on Muni. (Cable cars don’t count.) They also say they’ll buy beer for any others who present a photo, subject to a “verification of authenticity.” Here’s a snippet from the contest Web site: “Only you, the riders of our beloved San Francisco Municipal Railway, can find Gavin going incognito. And to get you excited, check out the sidebar to see what prizes you could win! The deep and resounding question of our time is not ‘Where’s Waldo?’ It’s ‘Where’s Gavin?’”

Uphill climb

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steve@sfbg.com

Bicyclists generally try to avoid hills, so one of the most popular bike routes in town is a series of turns called the Wiggle, which snakes along a valley through the Lower Haight. The route — a sort of bridge between east and west — is traveled by a growing number of bicyclists, from hipster kids on colorful fixies to grizzled seniors on comfortable touring bikes.

I ride the Wiggle every day. Coming from the Panhandle, the most harrowing approach is the three blocks I have to travel on busy Oak Street, competing for space with impatient motorists who often seem to forget that they’re wielding deadly weapons. Many times I’ve had cars zip by me within inches, honk (a very startling sound when you’re not wrapped in metal and glass), zoom up right behind me, or flip me off.

But then I turn right onto Scott Street — and the world suddenly changes. My heart rate drops and I breathe deeply. Rain or shine, there are almost as many bikes there as cars. The cyclists smile and nod at one another and even the motorists seem more respectful, sometimes waving us through the stop signs even when it’s their turn. It feels like an informally functional community. It’s how traveling around this city ought to be.

Even though the citywide percentage of vehicle trips taken by bicycle in San Francisco is still in single digits (compared to more than 20 percent in many European cities), and even though a court injunction that’s expected to be lifted this summer has banned any new bike projects in the city for the past three years, bicycling is booming in San Francisco, increasing by almost 50 percent since 2006. I’m never alone these days on my solo commute.

My decision to ride a bike and sell my car wasn’t about joining a movement. I just like to ride my bike, a simple joy that I really began to rediscover about 10 years ago. It’s fun, cheap, and an easy way to get exercise. And it connects me with my surroundings — the people, buildings, and streetscapes of this beautiful city — in a way I didn’t even realize I was missing when I drove.

But as pressing political and planetary realities have welled up around my personal transportation choice, I’ve come to see that I am part of a movement, one that encapsulates just about every major issue progressive San Franciscans care about: public health, environmentalism, energy policy, economics, urban planning, social justice, public safety, sustainability, personal responsibility, and the belief that we can make our communities better places, that we’re not captive to past societal choices.

As a bicyclist and a journalist, I’ve been actively engaged in these struggles for many years. I understand that bicyclists are criticized in many quarters as a vocal minority with a self-righteous sense of superiority and entitlement, and that I’m personally accused of bias for writing empathetically about bicyclists in dozens of bike-related stories.

Well, guess what? I don’t apologize. We are better than motorists, by every important measure. We use less space and fewer resources and create less waste and pollution. Bikes are available to almost every segment of society, and we don’t need to fight wars to power them. They improve the community’s health and happiness. And when we get into accidents, we don’t kill or maim the people we hit.

And you know what else? This really is going to be the Year of the Bicycle, as it’s been dubbed by the San Francisco Bicycle Coalition, the city’s largest grassroots civic organization, with more than 10,000 dues-paying members. There are more of us than ever, politicians now listen to us, and San Francisco is on the verge of the most rapid expansion of its bike network that any American city has ever seen.

This is the moment we’ve been moving toward for many years, a turning point that the Guardian has meticulously chronicled and proudly promoted. The bicycle has become a metaphor for progress that is long overdue. So mount up on May 14, Bike to Work Day, if you’d like to be a part of the solution to what’s ailing our city and planet.

I love my bike, and so do most people who see it. San Franciscans appreciate the little things, like someone who rides a silly-looking bike.

It started as a basic used mountain bike, but I styled it out for Burning Man a few years ago, covering it with heavy red acrylic paint that looks like stucco, a big basket covered in fake fur and ringed with electro-luminescent wire, and custom-welded high handlebars topped by a lizard horn.

Maybe you’ve seen me around town — and if so, maybe you’ve seen me blow through stop signs or red lights. Yes, I’m that guy, and I only apologize if I’m stealing a motorist’s right-of-way, which I try to avoid. Rob Anderson, who successfully sued San Francisco to force detailed studies of its Bike Plan (and blogs at district5diary.blogspot.com), regularly calls me and my ilk the "bike fanatics."

I’ve interviewed Anderson by phone a few times and tangled with him online many times. He’s actually a pretty well-informed and well-reasoned guy, except for his near pathological disdain for bicycling, which he considers an inherently dangerous activity that government has no business promoting and is not a serious transportation option.

But San Francisco would be a gridlocked nightmare without bikes. Transportation officials say this is already one of the most traffic-choked cities in the country (second after Houston), a big factor in Muni never reaching its voter-mandated 85 percent on-time performance. During peak hours, most Muni lines reach their holding capacity. Imagine 37,500 additional people (the estimated number of San Franciscans who primarily travel by bike) driving or taking Muni every day.

Conversely, imagine the transportation system if bicycling rates doubled and some of those bulky cars and buses became zippy bikes. Quality of life would improve; the air would be cleaner; we would emit far less greenhouse gases (transportation accounts for about half of the Bay Area’s carbon emissions); housing would get cheaper (building parking increases costs and decreases the number of housing units); pressure would decrease to drill for oil offshore and prop up despotic regimes in oil-rich countries; pedestrians would be safer (about a dozen are killed by cars here every year); and public health would improve (by reducing obesity and respiratory ailments associated with air pollution).

Increase bicycling rates even more, to the levels of Berlin, Copenhagen, or Amsterdam, and San Francisco would be utterly transformed, with many streets converted to car-free boulevards as the demand shifts from facilitating speeding cars to creating space for more bicyclists and pedestrians.

Sure, as Anderson points out, many people will never ride a bike. The elderly, those with disabilities, some families with kids, and a few other groups can credibly argue that the bicycle isn’t a realistic daily transportation option. But that’s a small percentage of the population.

For the rest of you: what’s your excuse? Why would you continue to rely on such wasteful and expensive transportation options — a label that applies to both cars and buses — when you could use the most efficient vehicle ever invented?

At the SFBC’s annual Golden Wheels Awards banquet on May 5, SFBC director Leah Shahum described a bike movement at the peak of its power, reach, and influence. "In the last two years, we’ve seen an unprecedented political embrace of bicycling," she said, praising Mayor Gavin Newsom for his championing of the Sunday Streets car-free space and calling the progressive-dominated Board of Supervisors "the most bike-friendly board we’ve ever seen."

In just a few years, the SFBC went from fighting pitched battles with Newsom over closing some Golden Gate Park roads to cars on Saturdays — a two-year fight that ended in a compromise after some serious ill-will on both sides — to Newsom’s championing an even larger Sunday Streets road closure on six days this spring and summer, even fighting through business community opposition to do so.

As with many Newsom initiatives, it’s difficult to discern his motivation, which seems to be a mixture of political posturing and a desire to keep San Francisco on the cutting edge of the green movement. Whatever the case, the will to take street space from automobiles — which will be the crux of the struggles to come — is probably greater now than it has ever been.

Because at the end of the day, Anderson is right: bicyclists do have a radical agenda. We want to take space from cars, both lanes and parking spaces, all over this city. That’s what has to happen to create a safe, complete bicycle system, which is a prerequisite to encouraging more people to cycle. We need to realize that designing the city around automobiles is an increasingly costly and unsustainable model.

"The streets do not have to be solely — or even primarily — for cars anymore," Shahum told an audience that included City Attorney Dennis Herrera, top mayoral aide Mike Farrah, and several members of the Board of Supervisors (including President David Chiu, a regular cyclist and occasional bike commuter), drawing warm applause.

Shahum was certainly correct when she called the politically engaged community of bicyclists "one of the strongest and most successful movements in this city," one she believes is capable of moving an ambitious agenda. "During the next six weeks, we have the opportunity to win a literal doubling of the city’s bike network."

She’s referring to the imminent completion of environmental studies that support the city’s Bike Plan, which will allow the courts to lift the nearly three-year-old injunction against new bike projects in the city. The SFBC has been aggressively organizing and advocating for the immediate approval of all 56 near-term bikeway improvements outlined in the plan, which have been studied and are ready to go, most with grant funding already in the bank.

"I think San Francisco is hungry for a higher use of public space," she said. "Imagine streets moving so calmly and slowly that you’d let your six-year-old ride on them."

That’s the standard advocated by the international car-free movement, which I interacted with last year when I covered the International Carfree Conference in Portland, Ore. These influential advocates believe bikeways should be so safe and insulated from fast-moving traffic that both the young and old feel comfortable riding them.

"Streets belong to us — they are the public spaces of the city — but they don’t feel like they belong to us," said Tom Radulovich, executive director of Livable City, a sponsor of Sunday Streets, which was honored at the Golden Wheel Awards. The streets, he told the crowd, "don’t need to be the objects of fear."

Later, as we spoke, Radulovich said it’s not enough to create narrow bikes lanes on busy streets. One of the great joys of riding a bike with a friend is to be able to talk as you ride, something he said transportation advocates around the world refer to as the "conversational standard."

Politically, there’s a long way to go before San Francisco embraces the conversational standard, the creation of permanent car-free bike boulevards, or traffic law changes that promote bicycling. Anderson and his ilk reacted with outrage last year when the Guardian and the Metropolitan Transportation Commission began discussing adopting Idaho’s bike laws here, in which bicyclists treat stop signs as yield signs and stop lights as stop signs (see "Don’t stop: Bike lessons from Idaho," 5/14/08).

Yet until bicycling is taken more seriously as a real transportation option, all this talk about sustainability and green-everything is going to continue falling woefully short of its objectives.

The powerhouse environmental group Natural Resources Defense Council held a gala awards dinner May 9 at the California Academy of Sciences for its first Growing Green Awards, an effort to honor innovators in the growing sustainable food movement.

The award selection panel was chaired by journalist Michael Pollan, whose The Omnivore’s Dilemma (Penguin Press, 2006) and other works have made him a leading voice calling for recognition and reform of a corporate food system that is unsustainable, unhealthy, and harmful to the environment.

That movement has garnered some high-profile support and attention, but has so far failed to effectively counter the influence of agribusiness interests, he told me. "We need an organization like the NRDC in the food area, or we need to get NRDC to embrace our issues."

The awards banquet showed that Pollan and his allies have made progress with the NRDC, which should be a natural ally of advocates for better food and transportation systems, two realms that have the biggest impact on this country’s natural resources.

But when I left the ceremony as hundreds of guests were being seated for dinner, I rode away — on the only bicycle there.

Rewrite the Muni budget

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EDITORIAL Just one day after the Board of Supervisors Budget and Finance Committee voted to reject Mayor Gavin Newsom’s Muni budget, the mayor’s press flak, Nathan Ballard, reminded us of how deeply the Mayor’s Office remains in budget denial.

"We are currently operating under the assumption that the supervisors will approve the MTA’s sensible budget," Ballard told City Editor Steven T. Jones May 8. "If they reject the budget, we’ll cross that bridge when we get to it."

That was a foolish assumption. At press time, seven supervisors had signed on as cosponsors to Board President David Chiu’s bill rejecting the Municipal Transportation Agency budget proposal, and Sup. Bevan Dufty, an eighth vote, was among the Budget Committee members favoring rejection. Only seven votes were needed, so the MTA budget was dead by May 7 — and Newsom’s refusal to recognize that was nothing more than a foolish attempt to play chicken with the supervisors. If the MTA fails to produce a new budget by the end of May, the current funding remains in effect — and that means the city’s budget deficit is much worse. The mayor strategy seems to be aimed at blaming the supervisors instead of addressing the problem.

And the problem is serious — the MTA budget is a mess. It seeks to close a $129 million shortfall almost entirely on the backs of the riders through service cuts and fare hikes. Only 20 percent of the new revenue would come from higher downtown parking fees.

That’s not just bad public policy for a transit-first city (the last thing San Francisco wants to do right now is discourage people from taking Muni), it’s bad economics. Every time Muni raises fares, ridership drops. Typically, most of the riders come back eventually. But at a certain point — possibly at the proposed $2 level — further increases in cost will drive people away from the system, and that will end up costing Muni money. The alternative — charging more for parking, particularly downtown — has multiple benefits: most people who drive cars downtown are better off than the Muni riders and can afford to pay more — and if higher parking meter rates discourage driving, that’s an excellent outcome.

The MTA is a creature of Proposition A, a 2007 transportation reform measure that was supposed to insulate Muni from political pressure — and guarantee the transit system more money. Newsom pushed for Prop. A and promised that the measure would guarantee Muni a $26 million additional funding stream that could be used to improve service. (He also promised — in writing — that he wouldn’t use the fine print in Prop. A to try to privatize the taxi medallions). He’s now gone back on both of those vows.

In fact, the budget put forward by Newsom’s MTA appointees, and his $316,000 a year general manager, diverts a huge amount of Muni money to the Police Department, the mayor’s pet 311 call center, and other city departments — far more than $26 million. That money goes for "work orders" — in other words, the cops get to suck money out of the Muni budget for doing what they’re supposed to do anyway. And 311 charges Muni almost $2 every time someone calls to ask about bus service (even though 311 exists to help people find out about city services).

The mayor needs to quit his political games and direct the MTA to draft a new budget, quickly, that hits drivers harder than bus riders and dramatically trims the money used as a back-door subsidy for the cops and Newsom’s call center. And the supervisors should make it clear that they won’t approve any MTA budget until he fixes those problems. *

How to fix public transit

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OPINION As San Franciscans deal with the shock of ever-worsening budget cuts, it’s time we look to fundamental structural changes in the way government does business. That’s a scary thought because, as Naomi Klein warns, free market ideologues use shocks to accomplish a very damaging type of structural change that cuts public service, increases privatization, and strengthens class division. Those of us who support collective responsibility and a strong public sector had better work together to propose our own structural change.

In transportation, to reduce driving — which accounts for 47 percent of greenhouse gas emissions in this city — we must increase public transit ridership dramatically. Yet the San Francisco Municipal Transportation Agency is cutting its budget by 16 percent. The solution is simple, but not easy: car transportation will have to cost more, in terms of money and time. Transit, walking, and bicycling will have to be easier, faster, and safer. We can use the funds from increases in driving costs to fund improvements to other forms of transportation.

The alternative is an abandonment of the great equalizer that is public transit — and a kind of privatization that provides the automobile as an option for the middle class but at the cost of miserable transportation for the 30 percent of San Francisco households who don’t have cars.

For this to work, public transit must be not just a little bit better, it must be a great deal better. It must remain affordable for families and serve the whole city efficiently, at all hours of the day. Residents should need cars so rarely that transit costs, plus occasional car-sharing and car rentals, are cheaper alternatives than car ownership.

With a higher gas tax and tolls on freeways (measures a recent San Francisco Planning and Urban Research analysis shows to be among the most cost-effective policies to reduce greenhouse gas emissions), we can make public transit work better. SFMTA should implement its proposed rapid network on the routes that carry 80 percent of Muni’s passengers, speeding up the vehicles by at least 20 percent. That will cost car drivers some time: mixed traffic lanes will have to be converted to bus lanes. Turns will have to be restricted and parking will have to be removed.

The city also must make bicycling safe and easy. Our bikeways need to be safe for 8-year olds, who need systems that forgive mistakes and allow for slow and easy riding, and seniors, who are not physically able to ride fast and cannot afford to make emergency stops that may cause a fall. That means we need effective 18 mph traffic-calmed zones and a system of car-free bike paths, including one down Market Street.

Transportation is a regional issue that San Francisco cannot solve on its own. We must do a better job of matching our regional development patterns to our needs to promote walking, bicycling, and transit.

To make all this work, we must stop sprawl immediately and concentrate growth in cities and existing suburbs. More density in cities means more people to support transit (through fares and a higher tax base) and more people to support local shops so that walking to your grocery store is an option for more people.

Dave Snyder is transportation policy director at SPUR.

Bike Coalition honors Sunday Streets

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By Steven T. Jones
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Proponents of Sunday Streets accepting their award. Photo by Orange Photography courtesy of the SFBC.

The San Francisco Bicycle Coalition honored the proponents of Sunday Streets – the temporary closure of San Francisco roads to cars that was created by a partnership of groups ranging from Livable City to the Mayor’s Office – at its annual Golden Wheels awards event, held last night in the War Memorial Building across from City Hall.

Sunday Streets, part of an international trend toward adopting the ciclovias popularized in Columbia as a means of expanding public space and promoting fitness and recreation, started last year in San Francisco with two events and there are six planned for this year, with the second coming this Sunday from 10 a.m. to 2 p.m. from AT&T Park to the Bayview Opera House.

“The streets belong to us, they are the public spaces of the city, but they don’t feel like they belong to us,” said Livable City director Tom Radulovich, who praised the unlikely coalition that brought these events together. “I don’t get a chance to thank the mayor for very many things…But the mayor was committed to this.”

Fill ‘er up

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a&eletters@sfbg.com

An anthology of poets who allegedly combine mainstream and avant-garde aesthetics, American Hybrid: A Norton Anthology of New Poetry (WW. Norton and Co., 512 pages, $25.95) — edited by Cole Swensen and David St. John — is an idea whose time hasn’t come. The word "hybrid" is suspect, its trendiness invented by the auto industry to delay real electric cars, hence the cover’s Prius-green font. Like a hybrid car, American Hybrid is half-bad by design, the mainstream filling the role of nonrenewable fossil fuel, the avant-garde serving as electricity. I want an anthology without gas.

Obviously I speak from one side of this divide, having much admiration for Swensen as poet and translator, and little knowledge of St. John. Nor do I care to know a poet whose intro claims "Contemporary American Poetry is thriving on every front" like a hedge-fund brochure. Swensen’s intro, however, is substantial, her account of the post-Victorian split between mainstream and avant-garde poetries — and their uneasy dialectic — both excellent and provocative.

However, her conclusion that the best new poetry has become a hybrid of the two isn’t convincing. The decision to trace a hybrid tradition among older practitioners instead of spotlighting the generation supposedly defined by it only foregrounds the dichotomy. You could make a case for, say, Jorie Graham as hybrid, but turning the page to Barbara Guest, you find no resemblance, despite Swensen’s assertion that Guest is "the quintessential hybrid poet." Guest worked in the tradition of high modernist abstraction. Why project a concept onto her that didn’t exist in her lifetime?

Even John Ashbery doesn’t fit. He hasn’t "moved into the mainstream"; the mainstream moved to him. But mainstream adherents are tiresome. Ralph Angel’s "Someone remembers something that happened a long time /ago. She forgot it, it changed everything" summarizes rather than achieves an Ashberian mode. Only two lines into the first Ashbery selection we find: "The laurel nudges the catalpa." The word "nudges" is comically inapplicable to trees, yet it gradually begins to seem viable — a quick breeze might whip the branches of one against another, like a jab of the elbow to silence an indiscreet remark. Yet this possibility fails to exhaust Ashbery’s indeterminate line, as much what Swensen calls "an event on the page" as the work of more obviously disjunctive poets.

Mainstream poetry is ephemeral. Ever hear of Stephen Phillips? William Watson? Austin Dobson? Some of the most popular mainstream poets in 1890s England, they’re forgotten today. We remember innovators like Yeats. At best mainstream poetry echoes what was avant-garde but is now condoned. It’s the poetry of bourgeois comfort, of received ideas wrapped in clichés. When Albert Goldbarth depicts a black woman "whose rump thumpthumped in walking /like a pair of bongos" he invokes a jungle stereotype as corny as it is offensive. His poems can’t disappear fast enough. At the same time, much avant-garde poetry will disappear. Techniques like constraint writing and manipulation of extant text have become pat workshop formulae, and the formulaic isn’t really avant-garde.

The younger poets I’ve read — in, say, Sara Larsen and David Brazil’s biweekly zine Try — aren’t sweating the hybrid question. They don’t express the assurance of previous generations on the political efficacy of postmodern investigation of language’s structures of power. They’ve seen its impotence in the post-9/11 world. But I don’t see a generational rupture; the avant-garde is the only place where such poets can breathe. New poetry is always avant-garde, and they’re trying something new, not repudiating their elders. Some of these elders are writing the best poetry today, for in art, the new isn’t simply the prerogative of youth. American Hybrid contains many great poems, but I refuse to concede that poets I admire — like Norma Cole, Andrew Joron, even Swensen herself — are related to the mainstream.

Shop local, City Hall!

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news@sfbg.com

On Dec. 3, 2008, just before noon, Mayor Gavin Newsom arrived at a press conference in Noe Valley to remind city residents why it’s important to shop locally. The mayor climbed out of his shiny new hybrid SUV, walked into the Ark Toy Company, showed charts and graphs, and talked about how money spent in town helps the local economy. Joined by Steve Falk, president of the San Francisco Chamber of Commerce, Newsom urged holiday shoppers to look first in San Francisco before buying something on the Internet or in some suburban mall.

The mayor’s shop-local press conference was a clear sign that the debate over the role of small business in the San Francisco economy is over. Everyone from the mayor’s business advisors to the Chamber of Commerce to small business advocates and progressive economists now agrees that small local businesses provide the vast majority of the jobs, keep their money in town, and generate more tax dollars, more wealth, and more prosperity for this city than the big out-of-town chains.

It was a picture-perfect scene, until KPIX-TV reporter Hank Plante asked the mayor an embarrassing question: Why, he wanted to know, did the Mayor’s Office buy Newsom’s new car in Colma?

Newsom said he didn’t have a clue.

Actually, the reason was pretty simple: the dealership in Colma submitted the lowest bid. But San Francisco lost out on the sales tax, a local Chevy dealer that was going out of business lost a local sale, San Francisco workers lost a commission — and in the end, the city almost certainly lost more on the deal than it saved with the Colma discount.

That’s the untold story behind the mayor’s promotion. San Francisco, as a buyer of goods and services worth hundreds of millions of dollars a year, does a terrible job at shopping local. Indeed, for years small business advocates have been trying to get city officials to make it easier for local merchants to get city contracts — and they’ve made very little progress.

"I’ve worked so hard on this, year after year, and nothing ever happens," Scott Hauge, a small business activist and organizer, told us. "After a while, I just threw in the towel."

Hauge is devoting his energy these days to statewide issues. But on the local level, there’s a growing sense that the city needs to do more to help small local businesses get their share of the massive public spending pie.

"The Small Business Commission has made it clear that this will be a priority over the next year," Regina Dick-Endrizzi, the commission’s acting director, told us.

Nobody knows exactly what percentage of city contracts for goods and services go to local businesses. Hauge said the Mayor’s Office did a limited survey about a year ago, but the data wasn’t very good. And while Newsom signed an executive order in 2005 directing departments to look for ways to patronize local businesses, there’s not much to show for it.

"I think probably less than 10 percent [of city spending] goes to local businesses," Hauge said.

Board of Supervisors President David Chiu, a former small business commissioner, agrees. "I think it’s accurate to say that at least 70 to 90 percent of all city contracts go to out-of-town businesses," he told us.

As Dick-Endrizzi pointed out, city purchasing has strict rules — and for good reason. "In most cases, you have to put out a request for proposals and take the lowest bid," she said. "If you didn’t have that, you’d have a big problem with favoritism."

But when the lowest bid is the only criterion, San Francisco businesses are at a distinct disadvantage.

"Say a city agency wants to buy five hammers," said Steven Cornell, owner of Brownie’s Hardware. "I have the hammers for $6, but somebody in Nowhere, Miss., can sell them for $5.99.

"Well, the shop in Mississippi doesn’t have to pay San Francisco’s minimum wage, doesn’t have to pay for sick days, doesn’t have to pay for health care … We’ve asked businesses to contribute to all these good social policies, then those businesses get penalized because someone else can sell something cheaper."

Cornell — who says he agrees that local businesses should pay well and give their workers benefits — is frustrated that when it comes to purchasing, the city doesn’t give anything back. "We lost S&C Ford, we lost Ellis Brooks Chevrolet," he said. "Those were all union jobs, with good benefits. And how many cars did the city buy from them?"

When Cornell was on the Small Business Commission, he remembered some small locally owned cabinet-making shops came to complain about a $4 million city contract for woodwork. "They told us that they lost the contract to a Canadian firm," he said. "The costs of operating in San Francisco were higher than in Canada, so they couldn’t compete."

"We do not as a city reflect the fact that we ask employers to do good things for their workers," Chiu added. "When we spend perhaps $1 billion a year in city contracts, those employers don’t have a level playing field."

Sure, on the surface and in the short term, the city gets a better deal when it awards contracts based entirely on price. But San Francisco has, as a matter of public policy, already decided there are good reasons to give minority-owned contractors some advantage in bidding, and that public contractors should pay prevailing union wages and offer benefits to domestic partners. Local enterprises get a modest advantage in some bids, but nowhere near enough to make up for the cost difference of operating in San Francisco.

And as Newsom himself has made clear, spending money locally has a long-term economic benefit that almost certainly outweighs the price differential in most bids. "When Newsom bought his car in Colma, the city lost the sales taxes, and lost the multiplier effect of the money being spent in town," Cornell noted.

In fact, a 2007 study by Civic Economics, sponsored by the San Francisco Locally Owned Merchants Alliance, showed that if city residents shifted just 10 percent of their purchasing from national chains to locally-owned businesses, the city would gain 1,300 new jobs and $200 million in economic activity every year.

Imagine the activity — the positive benefits to the local economy — that would come with the city shifting, say, 25 percent of its spending to local businesses.

Obviously the city can’t buy everything in town. "Nobody in San Francisco makes Muni trains," Cornell noted. But a lot of what city departments buy, from hammers and paper to cars and trucks, is available from local suppliers — or could be. "If the city made it known it was looking to buy something locally, some entrepreneur would come along and figure out a way to supply it," Cornell said.

So how could this work on a policy level? It’s not that complicated. The city controller, or the Human Rights Commission, which oversees contracting policy, could devise a formula showing how much the cost of complying with city laws like the minimum wage, health care, and sick days (laws that most of us, and many small businesses, fully support) drives up the cost of doing business in San Francisco. Then give local merchants an equivalent advantage in the bidding process.

In other words, if the hammers at Brownie’s Hardware cost 25 cents more than the hammers in Nowhere, Miss., because Cornell pays for his workers’ health insurance, he should only have to come within 25 cents of the cut-rate suppliers’ price to get the city’s business. And if the taxpayers have to fork over a few cents more to buy local hammers, the money will come back, and more, from the demonstrated benefits of shopping locally.

Chiu thinks that’s a good idea, and he’s already taken the first steps to forcing the city to shop local. Chiu introduced legislation in April requiring the city to set aside a portion of all contracts for locally-wned businesses and to increase the financial advantage local firms get in bidding.

And at Chiu’s request, the HRC will appear before the supervisors Land Use Committee May 11 to present the latest data on how much city spending goes to local businesses. "I’ve been asking for this for two years," Chiu said.

"It is unwise for our city not to take $1 of public money and give it to a local business that will pass that dollar onto its local employee, who will then spend it at another local business," he added. "The multiplier effect of this is that money spent locally is better for the economy, and for the taxpayers."

Muni flunks Econ 101

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By Tim Redmond

There are lots of problems with the Muni fare hikes, and Paul Hogarth points out some of them. But there’s a larger issue here: Is this really going to bring in more revenue?

Every time Muni raises fares, some people stop riding the bus. That’s basic economics — you hike the price of a product, and you sell less of it. And if your raise the price too high, and enough people stop buying your product, you actually lose money.

That’s called the price elasticity of demand, and it’s a central part of any economics course. It’s hard to run a business without some basic understanding of the concept.

If your product isn’t necessary for people’s lives (and there are available alternatives), the drop-off is faster and sharper — raise airline tickets high enough and people quickly drop discretionary travel and vacation closer to home. When the product is something everyone absolutely needs, like housing, and there’s no substitute, you can raise prices a lot more without losing customers (see: San Francisco rents).

Muni is somewhere in between. For some people, typically poor and working-class people, it’s essential — they don’t own cars and need the bus or train to get to work. For others — those of us who are physically able to ride bikes, or to walk to work or the store, or economically able to afford private cars — the price elasticity of Muni is much higher.

There are all sorts of studies on this (here, for example, but trust me, unless you’re really into economic theory and lots of strange numbers, don’t even think about it.)

Suffice to say that in San Francisco, a small city with typically good weather, a fairly wealthy population and a lot of people who enjoy walking and biking, the price elasticity of demand for Muni is relatively high — that is, when prices go up, people who can will seek other alternatives. Nobody knows exactlyat what the price point Muni starts to lose money — when fare hikes become counterproductive — but I suspect we’re approaching it. The largest rate hike in half a century is not only regressive, counter to the city’s transit-first policy and environmentally stupid — it may be a financial mistake.

Now contrast that with raising parking prices. For starters, most drivers who park downtown can well afford to pay a couple bucks more for parking. Second, check out the streets — parking is so hard to find that it seems very likely that demand exceeds supply by enough of a factor that raising prices won’t impact use and will bring in more revenue.

And what if some people decide that parking costs too much and stop driving? Isn’t that what the city wants to accomplish anyway?

This decision to raise fares more than parking is nuts, on every level.

Zazang Korean Noodle

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paulr@sfbg.com

The words "Korean" and "barbecue" might never be woven into an eternal golden braid to compare with Gödel, Escher, and Bach, but they are definitely interwoven, perhaps even fused. When you say you want Korean food, you almost certainly will be understood to mean the kind served at the barbecue joints that line Geary Boulevard in the blocks just east of Park Presidio. These meals begin with a bounty of small dishes — pickled vegetables, bean sprouts, and so forth — before culminating in some kind of meat course in which you do your own grilling on the hibachi in the middle of your table.

There’s nothing wrong with this drill, but if you’re looking for something different yet still want Korean — and don’t want to go upmarket at Namu — what do you do? Why, you go to Za Zang Korean Noodle, of course, which, despite a name that sounds like one of the sounds written out on the old Batman television series when the bad guys were getting it (like biff! bam! boom! and pow!), is a nifty Korean noodle house on an almost invisible stretch of Geary between Divisadero and the Masonic underpass.

Yellow (almost gold!) is a theme here. The restaurant inside is largely done in tones of this cheerful color, and the pickled radishes on their complimentary plate are as pure an example of the hue as I’ve seen outside a box of Crayola crayons. They are like slices of the summer sun as depicted in a grade-school child’s drawing. They’re also mild — though tasty — and in this sense are something of a rarity on a menu otherwise laden with spice-charged possibilities. Perhaps their lone companion in mild-manneredness is the platter of boiled potstickers ($7.55 for a dozen); the cloud-shaped flour pouches have a softness I associate with shumai or other dim sum and are filled with gingery minced pork and chopped scallions. (You can also get them deep-fried, which brings a vegetarian option and a choice of headcounts, either four or eight.)

The noodle courses are, first, big. Just immense, easily enough for two people even if they’re hungry. The noodles themselves are housemade and resemble fresh spaghetti. They turn up in both the soupy dishes (zam pong, udon) and the un-soupy ones. In the second category, I found the spicy gan za zang ($8.95) to be unusually satisfying: a hemispherical bowl the size of a halved canteloupe, filled with noodles and slivered scallions, and a second bowl, smaller and shallower, filled with diced beef and vegetable (mostly eggplant, I guessed) in a thick black-bean, or za zang, sauce. (Hence the restaurant’s name.) Our server’s somewhat garbled advice, as I understood it, was to spoon the beef mixture gradually over the noodles. I did so and was happy, although I also took the occasional spoonful of the beef sauce neat and was just as happy with its dark, slightly fruity heat.

Black-bean paste figures in many of the non-soups, with the main variable being protein: seafood and pork are also offered, there is a flesh-free version, and the beef can be had in non-spicy guise. The wonderful noodles, meanwhile, figure in soups and non-soups alike. And vegetarians will note that all the soups are made with beef broth. This is bad for vegetarianism but good for flavor.

You are unlikely ever to find a more flavorful soup than zam pong ($7.95), which is like a bouillabaisse, only much, much livelier. The beef broth is charged with garlic and red chilis and is absolutely swimming with calamari tentacles, clams, shrimp (still dressed in their shells, making them tastier but a drag to eat), and slivers of onions and green bell peppers. Rice instead of noodles? That’s zam pong bap ($8.95). Udon, the other soup offering, is Japanese in origin and is neither spicy nor available with rice.

The cars hurtling along Geary are terrifying, like jets speeding down a runway en route to the great beyond, but in the slipstream of all that traffic, one can find surprisingly easy parking. The restaurant’s human traffic, meantime, is of the cheerful neighborhood sort: families, young couples, take-out loiterers, perhaps an oddball wearing a woolen beanie even on an eerily warm evening. At dinnertime I would skip the tall glass of complimentary warm tea the server brings. Too tall, too hot, too stimuutf8g — or, as John Madden used to say, boom!

ZAZANG KOREAN NOODLE

Sun.-Thurs., 11:30 a.m.-9:30 p.m.

Fri.-Sat., 11:30 a.m.-10 p.m.

2340 Geary, SF

(415) 447-0655

Beer and wine

AE/MC/V

Noisy, but not too

Wheelchair accessible

Happy Birthday, Allen Cohen

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Ann Cohen, wife of the late poet Allen Cohen, writes,

“This morning when I woke up my first thought were of Allen Allen Cohen and all of us are part of the world community. Allen, the San Francisco Oracle Staff and All our friends were and are about people working together
Embracing each others differences This brings strength to us, A world community.
HAPPY BIRTHDAY ALLEN WE MISS YOU.”

Cohen, founder and editor of the legendary Oracle of Summer of Love fame, would have been 69 today (4/23/2009). Ann and his friends are meeting tonight at 7 p.m. at the Bocci Cafe in North Beach where Cohen always celebrated his birthday. His friends will sit where he always sat, near the stage. Cohen died April 29, 2004, at the age of 64.

Ann sent along the poem Allen wrote to celebrate his 56th birthday.

allen.cohen.jpg

On my 56th birthday

It is a warm spring day.
Our pre-school children
are playing barefoot
in the backyard.
Cleo, the Siamese cat,
is chasing squirrels
in the branches of the Ash tree.

Last night at the moment
of my birth 56 years ago
the mocking bird
was calling for its lover.

While driving to San Francisco,
the sky became overcast with grey clouds.
As the sun filters through them
a silvery light illuminates the city
The hills of Marin are
wearing a white fog hat.

We are on our way to meet
the Vagabond Poet at
the Muddy Waters Café.
Later we will meet some friends
for dinner at the Bocce Cafe

As I write this in the car
passing through the streets
in the warehouse district,
there is a quietness in the air.
Few cars are in the streets but
people amble along the sidewalks.
It is still good to be here
in this body creating.

Allen Cohen

Read more or Allen Cohen’s poems here and here.

Reclaim San Francisco’s corporate-sponsored public spaces

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corp small.jpg
By Steven T. Jones

I love the idea of temporarily closing streets to cars and transforming them into open space, a concept known as cicolovia that San Francisco has adopted under the moniker Sunday Streets and which now take place in Portland, Miami and New York City, as well as a host of foreign cities where the idea began many years ago.

Last year, the Guardian heavily promoted the first Sunday Streets events and even defended Mayor Gavin Newsom against attacks from supervisors and business interests for supporting them. This year, the first of six Sunday Streets is coming up on April 26. But after looking through the details of this year’s corporate-sponsored events, I’m having a hard time summoning much enthusiasm for them.

San Francisco is slowly becoming a place where it takes corporate backing just to throw a simple street party, or even to ride your Big Wheel down the street, and where failure to fill out the proper forms and display the sponsors’ logos will get you shut down by the cops.