Cars

Scraper success

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› a&eletters@sfbg.com

"This is what happens when Bay Area gas goes to 4 bucks!! We cant even afford to rap about cars..lol [sic]."

So reads one YouTube viewer comment for "Scraper Bike," a music video by local rap group the Trunk Boiz. Rather uncharacteristically for hip-hop, the clip includes a crew of hoodie-wearing, dreadlock-shaking young guys pedaling through the Oakland streets on their tricked-out bicycles. With zero support from radio, "Scraper Bike" became an underground hit last year, making alternative transporation cool for Escalade-obsessed East Bay youth.

"My scraper bike go hard, I don’t need no car," intones Trunk Boi B-Janky in the chorus of a song that’s so catchy it’s viral. Through Web word-of-mouth alone, "Scraper Bike" became one of the 20 most-watched YouTube videos of 2007. In March of 2008, the video was nominated for a YouTube Award, putting the Trunk Boiz in such illustrious company as Obama Girl.

With 2.5 million views and counting, "Scraper Bike" spurred a local trend now gone global, with folks from as far away as Turkey and Bavaria petitioning the Trunk Boiz to come pimp their rides. Yet scraper bikes are pure East Oakland, an homage to their four-wheel counterparts: long a fixture of East Bay car culture, "scrapers" are hoopty rides — usually ’80s-era Buicks or Oldsmobiles — made ghetto-fabulous with candy paint, huge rims, tinted windows, and booming speakers in the trunk.

Trunk Boi Baby Champ, inventor of the scraper bike, recalls his initital inspiration. "At that time I was real young and didn’t have no license or nothing," he says. "So I just wanted to take the pieces of the car and put it on a bike and mold it and shape it like that. I just took it and ran with it." In transutf8g the scraper aesthetic, not only does Champ outfit the bikes with neon colors and decorative spokes, he even wires up stereos to the handlebars and loads speakers on the rear. "That’s one of our promotional schemes," B-Janky informs me during a group interview at their West Oakland studio. "We ride around on scraper bikes eight deep, with speakers slappin’ our music."

Hustlers and entrepreneurs, the Trunk Boiz bring a whole new meaning to the Bay-slang term "out the trunk." The phrase refers to the marketing strategy immortalized by Too $hort, who early in his career famously sold music out of his car. Yet when the Trunk Boiz slang CDs "out the trunk," that trunk is less likely part of a Cutlass Supreme than a double-axle three-wheel cruiser — essentially, a tricycle — on the back of which is a wooden cart painted in Oakland A’s colors with the words "That Go!"

A rather endearing sense of juvenalia surrounds the Trunk Boiz mystique. After all, their average age is about 19. As one might expect of a group of more-or-less teenage boys, songs tend to focus on adolescent preoccupations such as partying, looking fly, and getting girls. But unlike blunt rappers like Lil’ Weezy — who endlessly employs stale metaphors to describe their male members — the Trunk Boiz make sex romps sound clever. In the track "Cupcake No Fillin’," MCs Filthy Fam and NB drop double entendres, extending the concept of "cupcaking" — Oakland slang for flirting — into a confectionary ode to casual, no-strings-attached hookups (i.e., with "no feeling").

It may not be a message mothers want their daughters to hear, but the kids love it. The video for "Cupcake No Fillin’" has nearly 100,000 YouTube views, and helped expand the group’s female fanbase by casting the rappers in a loverboy light.

Given the group’s penchant for high-energy antics, the Trunk Boiz were happy to ride the hyphy train while it lasted. They even got scraper bikes into videos for the Federation’s "18 Dummy" and Kafani’s "Fast (Like NASCAR)." None other than Too $hort called Champ the day of the Kafani shoot, urging the scraper bike crew to roll through and bring some local flavor. They continue to glean game from the legendary rapper through their involvement with East Oakland nonprofit Youth UpRising, where Too $hort volunteers.

Inspired by such mentors, the Trunk Boiz have become more civic minded than one might expect of a group that raps about going "SSI" ("Socially Stupid Insane") — a track off their sophomore album, due out this summer. Not only are they involved with Youth UpRising and Silence the Violence but also with the "Ban the Box" reentry-reform efforts in Oakland as well as Bikes for Life, an antiviolence campaign launching July 13 with a ride around Lake Merritt. In August, they’ll attend the National Hip-Hop Political Convention in Las Vegas, where they’ll roll down the Strip on their scraper bikes.

Fortunately, when it comes to homegrown innovation, what happens in Oakland doesn’t always stay in Oakland. *

For more on Bikes for Life, call (510) 238-8080, ext. 310.

www.scraperbikes.net

Hippies once defended neighborhood police stations

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The recent proposal to close half of the city’s police stations isn’t the first time such a thing has been recommended here. A group of consultants from the East Coast released a report, or “police effectiveness review,” May 14 that suggested cutting the list of 10 police districts in the city down to five and placing specialized units, like gang and drug task forces, in the stations closed by the district realignment.

It also said that the northeast and middle sections of the city have high concentrations of crime and need a greater police presence. The Central and Southern stations need to be rebuilt immediately and the remaining eight stations aren’t being used effectively, according to the report. Plus, the workload isn’t fairly distributed. You can imagine that there’s probably a difference between chasing murderers in the Mission and stalking illegally parked import cars in the Marina.

But Guardian editor Tim Redmond reminded me recently that a similar proposal to close down several neighborhood police stations was made back in the early ‘70s, so I called Rene Cazenave of the local Council of Community Housing Organizations who Tim said might remember some of the finer points. Sure enough, despite Casenave insisting that his memory was hazy, he did remember quite a lot.

A perfect San Francisco day

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The superlatives are flowing in San Francisco today. “What a wonderful, wonderful day,” was how City Attorney Dennis Herrera opened the giddy press conference in City Hall today, a love fest event discussing and celebrating this morning’s California Supreme Court ruling legalizing same sex marriage.
“What a day for San Francisco!” beamed a jubilant Mayor Gavin Newsom, whose decision to issue marriage licenses to gay and lesbian couples in 2004 set off the legal struggle that resulted in the most important civil rights ruling in a generation. He told a large, smiling crowd how proud he was of this city, its values, and its courage to push hard for meaningful sociopolitical change.
“At the end of the day, that’s what I’m so proud of, San Francisco and the values we affirm,” Newsom said. “This is a great day for California, a great day for America, and a great day for the constitution.”
It was also a just plain great day, with hot weather contributing to a record-breaking Bike to Work Day. During the morning commute, a city survey counted twice as many bicycles as cars on Market Street, a 30 percent increase from the number of bicyclists last year.
Today is just one of those days when you fall in love with San Francisco all over again, when it feels like we have the power to really lead the rest of this troubled country in a new direction.

Food and the city

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When we talk about "regional" cuisines or cooking, we often find ourselves talking about some quarter of Italy. For centuries, Italy was a politically fragmented land — a jigsaw puzzle of kingdoms, duchies, principalities, serene republics, and city-states — and did not become a modern nation-state until the 19th century.

Yet what politics could not achieve, food could. As John Dickie demonstrates in his engrossing Delizia! The Epic History of Italians and Their Food (Free Press, $26), trade among the peninsula’s cities in the late Middle Ages became the foundation for the distinctive cuisine we know today as Italian. Cooking in the Italian cities was more similar than not, Dickie suggests, and it was immeasurably better than what was to be found in the impoverished countryside, where peasants were practically boiling weeds for soup. In our time, a love of rustic Italian cooking is just one of many food fetishes — mostly harmless, but maybe not quite, since under the guise of lauding a rural bounty and style that never really existed, it subtly reinforces an American prejudice against cities. We already have Jeffersonian myths about our own countryside — as a redoubt of wisdom, rectitude, health, and happiness — that reach back beyond the founding of the republic.

We have myths about our cities too, but most are of the if-only variety. Urban utopians — the people who think cities would be little paradises if only we could rid them of homeless people or cars or Republicans or loud partiers — would do well to consider Dickie’s portraiture of Italy’s cities across eight centuries. Like all cities, always and everywhere, they are full of dirt, noise, and disease — as well as cruelty, wealth, vanity, status consumption, insecurity, and vicious politicking. They are nasty and exciting, as we would expect from any sort of social experiment that concentrates large numbers of human beings in a small space.

The lesson of cities, then, is that they are marketplaces not only of goods and services, but of ideas. They are messy with conflict among innumerable worlds and subworlds. And much of that conflict is pointless or even counterproductive — but not all of it. Sometimes a random spark will catch and burn brightly, and then we all say huzzah, or buon appetito.

Paul Reidinger

› paulr@sfbg.com

The Internet dystopia

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› annalee@techsploitation.com

TECHSPLOITATION A couple of weeks ago I went to the annual Maker Faire in San Mateo, an event where people from all over the world gather for a giant DIY technology show-and-tell extravaganza. There are robots, kinetic sculptures, rockets, remote-controlled battleship contests, music-controlled light shows, home electronics kits, ill-advised science experiments (like the Mentos–Diet Coke explosions), and even a barn full of people who make their own clothing, pillows, bags, and more. Basically, it’s a weekend celebration of how human freedom combined with technology creates a pleasing but cacophonous symphony of coolness.

And yet the Maker Faire takes place against a backdrop of increasing constraints on our freedom to innovate with technology, as Oxford University researcher Jonathan Zittrain points out in his latest book, The Future of the Internet and How to Stop It (Yale University Press). After spending several years investigating the social and political rules that govern the Internet — and spearheading the Net censorship tracking project OpenNet Initiative — Zittrain looks back on the Net’s development and predicts a dystopian future. What’s chilling is that his dystopia is already coming to pass.

Zittrain traces the Net’s history through three phases. Initially it was composed of what he calls "sterile" technologies: vast mainframes owned by IBM, which companies could rent time on. What made those technologies sterile is that nobody could experiment with them (except IBM), and therefore innovation related to them stagnated.

That’s why the invention of the desktop PC and popularization of the Internet ushered in an era of unprecedented high-tech innovation. Zittrain calls these open-ended technologies "generative." Anybody can build other technologies that work with them. So, for example, people built Skype and the World Wide Web, both software technologies that sit on top of the basic network software infrastructure of the Internet. Similarly, anybody can build a program that runs on Windows.

But Zittrain thinks we’re seeing the end of the freewheeling Internet and PC era. He calls the technologies of today "tethered" technologies. Tethered technologies are items like iPhones or many brands of DVR — they’re sterile to their owners, who aren’t allowed to build software that runs on them. But they’re generative to the companies that make them, in the sense that Comcast can update your DVR remotely, or Apple can brick your iPhone remotely if you try to do something naughty to it (like run your own software program on it).

In some ways, tethered technologies are worse than plain old sterile technologies. They allow for abuses undreamed of in the IBM mainframe era. For example, iPhone tethering could lead to law enforcement going to Apple and saying, "Please activate the microphone on this iPhone that we know is being carried by a suspect." The device turns into an instant bug, without all the fuss of following the suspect around or installing surveillance crap in her apartment. This isn’t idle speculation, by the way. OnStar, the manufacturer of a car emergency system, was asked by law enforcement to activate the mics in certain cars using its system. It refused and went to court.

Zittrain’s solution to the tethering problem is to encourage the existence of communities like the ones who participate in Maker Faire or who edit Wikipedia. These are people who work together to create open, untethered technologies and information repositories. They are the force that pushes back against companies that want to sterilize the Internet and turn it back into something that spits information at you, television-style. I think this is a good start, but there are a lot of problems with depending on communities of DIY enthusiasts to fix a system created by corporate juggernauts. As I mentioned in my column ("User-Generated Censorship," 4/30/08), you can’t always depend on communities of users to do the right thing. In addition, companies can create an incredibly oppressive tethering regime while still allowing users to think they have control. Tune in next week, and I’ll tell you how Zittrain’s solution might lead to an even more dystopian future.

Annalee Newitz is a surly media nerd who thinks up dystopias in her spare time.

The Bike Issue: Getting in gear

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1. City Hall has a bike room. For a while I thought only a scant number of city employees rode to work because the racks out front are usually pretty barren. Then I came across a storage room in the basement, near the café, full of bikes. What an encouraging sight. It was opened a few years back by the Department of the Environment, which is tasked with many of the city’s greening chores, and is available for all City Hall employees to park their rides safely inside.

2. More than 50 percent of San Francisco’s greenhouse-gas emissions come from transportation. Despite this, 20 percent of San Francisco residents polled in November 2007 by David Binder Research said riding a bike did nothing to curb global warming. Au contraire. Bicycles emit zero greenhouse gases (although the rider emits some carbon monoxide from huffing and puffing). A car produces roughly 20 pounds of CO2 for every gallon of gas burned. Gas stations in San Francisco sell about 953,000 gallons of fuel a day. At $4 a gallon, it would take about five months’ of fill-ups to buy every San Franciscan a $750 bicycle — and that’s a nice bike.

3. Someday when you’re waiting for a BART train, take a good look at a system map. It has almost every East Bay bike trail detailed, and many of the trails connect BART stations with recreation areas. "There are a lot of great ways to get out to nature from BART," said BART board member Tom Radulovich.

4. BART is getting more bike-friendly. About 15 percent of the 580 trains now have removed seats to create special areas for bikes. (Look for the cars marked "Bicycle Priority Area.") Though some riders would like each train to have an entire car dedicated to bikes (Caltrain’s approach), a BART spokesperson told me that it would be difficult because cars are added and dropped throughout the day to handle fluctuating ridership. Soon more stations will be outfitted with bike lockers, for rent at a couple of pennies an hour with a BikeLink pass (for information, go to www.bikelink.org). Later this year, the Embarcadero Station will be getting an entire storage room (like City Hall’s, and again, partially funded by the Dept. of the Environment.)

5. One BART oddity: That groove running beside the stairs at the 16th and Mission station is to wheel your bike up and down rather than carrying it. Who knew? Not me. It’s a pilot project, so if you use it and like it, let BART know by calling (415) 989-2278 and the transit agency might install some more.

6. A San Francisco Bicycle Coalition (www.sfbike.org) membership provides mad discounts, and not just at bike shops. Get 10 percent off at Rainbow Grocery and 50 cents off beers at Hole in the Wall — and that’s just the beginning.

7. Make sure you write down your bike’s serial number so it’s easier for the cops to track your ride if it gets ripped off (see "Chasing My Stolen Bicycle," 2/13/07, for more on bike theft in San Francisco). How do you find these magic digits? Flip your bike over and copy the number stamped on the bottom bracket where the pedals go through the frame.

8. Distant lands like Larkspur, Mill Valley, and Muir Woods are all much closer when you mix the bike with the boat. Marin has an amazing network of bike paths, and the Marin Bicycle Coalition (www.marinbike.org) has a map that one-ups San Francisco’s. (It shows the direction of the hills, not just the grade.) And … the ferries have bars.

9. DIY is the way forward. The three-class series at Box Dog Bikes (www.boxdogbikes.com), which covers flats, replacing cables, and truing wheels, is cheap and goes into enough depth that I no longer feel like there are certain parts of my bike I’m not supposed to touch with an Allen wrench. Follow it up with a membership to the Bike Kitchen (www.bikekitchen.org), a DIY shop with tools, parts, and people on hand to help you tune your spokes. It also regularly hosts "WTF" nights for girls, queers, and transpeople.

10. Need to know how to find the bike lanes and avoid the hills? Get one of those great bike maps (available at City Hall and at bike shops) when you join the SF Bike Coalition through a free download at www.sfbike.org/download/map.pdf. You can also pick them up at the energizer stations all over town on Bike to Work Day. It will help you find the best routes and navigate groovy spots like the Wiggle, which is the best route from mid-Market Street to Golden Gate Park. If you look along the sides of the streets, you’ll even see the green bike route signs that say "Wiggle." If you get lost, just look for a bike lane, which are well-marked all over town. Or follow all the other bikers.

The Bike Issue: Don’t stop

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In the two miles between my home and office in downtown Boise, there are five stop signs and 10 traffic lights. On a good day, I can make the journey without coming to a complete stop.

That doesn’t happen in my car because, of course, I’m a law-abiding driver. Yet on my bicycle, it’s possible for me to cruise through all five stop signs and effortlessly cruise right on through the downtown corridor without once touching my feet to the pavement.

And in Idaho, it’s completely legal.

Although cycling commuters here often bemoan the city’s ineffective bike lane system and criticize the lack of public bicycle parking, nary a word is spoken about the state’s progressive bicycle traffic laws. Thanks to some forward-thinking state legislators a couple of decades ago, Idaho’s bike laws are the envy of cyclists throughout the country.

The concept is a simple one that allows bicyclists to keep their momentum without ever taking the right-of-way from motorists: basically, stop signs are treated a yield signs, and stop lights as stop signs. Bicycles can legally blow through stop signs as long as it isn’t another driver’s turn. And at red lights, bicycles must stop, but can proceed if the intersection is clear

"There are lots of good reasons for it," said attorney Kurt Holzer, who specializes in bicycle accidents. Aside from the fact that a waiting cyclist won’t trip a traffic light changing mechanism, Holzer said the laws are in place for safety reasons. "If you have a bike on the right side and a car wants to turn right, the law allows the bike through the intersection, through the area of conflict, so the biker can get out of the way."

Newcomers to Boise often muse that people are less defined by what they drive than what’s hanging from their bike racks. Boise’s mayor endorses the bicycle and is a regular bike commuter. Mayor Dave Bieter is often seen pedaling to City Hall on his red 1969 Schwinn Typhoon — the bike he got for his 10th birthday.

Rather than each faction exerting ownership over the pavement, cyclists should know and follow all the laws, while drivers should concede that bicycles are different from cars and should therefore be subject to different laws. Stopping at empty intersections is cumbersome for drivers and cyclists alike — but cyclists aren’t likely to kill pedestrians with their carelessness.

By drawing a legal line in the sand between cars and bikes, allowing them different rules in the same environment, Idaho’s bike laws ultimately foster a mutual respect between drivers and cyclists. In Boise it’s common to see road signs instructing drivers and cyclists to "share the road." It may be common sense advice for cyclists, but to motorists, it’s a subtle reminder that bigger shouldn’t mean better.

Rachael Daigle is a staff writer for Boise Weekly.

The Bike Issue: Behind the pack

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Also in this issue:

>>10 things Bay Area cyclists should know

>>Don’t Stop: Bike lessons from Idaho

› steve@sfbg.com

There’s a strange dichotomy facing bicycling in San Francisco, and it’s spelled out in the San Francisco Municipal Transportation Agency’s "2007 Citywide Bicycle Counts Report," which features a cover photo of Mayor Gavin Newsom and me pedaling up Market Street together on Bike to Work Day two years ago.

That photo, its context, and the information contained in the report tell the story of a city that at one time set the pace for facilitating bicycling as a viable alternative to the automobile. But that city has been passed up since then by cities such as Chicago, New York, Washington DC, Seattle, and Portland, Ore.

San Francisco still has a higher per-capita rate of bicycle use than any major city in the United States, and that number has been steadily rising in recent years, even as construction of new bike facilities has stalled. The report’s survey found a 15 percent increase since the first official bicycle count was conducted in 2006.

"This increase is especially significant when viewed in light of the injunction against the City’s Bicycle Plan. This injunction has stopped the City from installing any new bicycle facilities since June 2006. Despite a lack of improvement or additions to the City’s bicycle route network, cycling use in San Francisco appears to be increasing," the report read.

It’ll take at least another year for city officials to wrap up the environmental studies on the 56 proposed bike projects and get Judge Peter Busch to lift the injunction (see "Stationary biking," 5/16/07). But it’s still an open question whether San Francisco’s three-year hiatus will be followed by the rapid installation of new bike lanes and other facilities.

City officials express confidence, and there are some hopeful signs. Newsom has been focused on environmental initiatives, the MTA has beefed up its bike staff from six full-time slots to nine, advocacy groups like San Francisco Bicycle Coalition are at the peak of their numbers and influence, and all involved say promoting bicycling is a cheap, effective way of reducing greenhouse gas emissions, air pollution, and traffic congestion.

"I’d be very surprised if, within six months after the injunction being lifted, we don’t see a record number of bike lanes striped," said MTA spokesperson Judson True.

Yet there are still political barriers to overcome in a city where cars are the dominant transportation option — and the first barrier is Mayor Newsom. He has yet to show a willingness to back his green rhetoric with policies that actually take space from cars, which many of the bike lane projects will entail.

"I think we have seen this mayor talk big on some environmental problems, but I’ve been disappointed that on transportation, that thinking hasn’t been turned into action yet," said SFBC executive director Leah Shahum, whom Newsom appointed to the MTA board but then removed earlier this year before her term expired, a sign of the complex and largely adversarial relationship between the mayor and bicyclists.

Newsom has been able to avoid tough decisions on bikes and cars for the past two years because of the injunction and the wait for Muni and traffic congestion studies, which are being released throughout 2008. But that’s about to change with the court’s ban on new bike projects slated to end next year. So will Newsom, who may be running for governor at the time, be willing to make controversial decisions that back up all his green talk? It’s an open question.

The common denominator in all the cities that have pedaled past San Francisco in recent years is that they’ve had strong mayors who have embraced cycling and partnered with bike advocates to change the rules of the road, often contracting them to work directly on projects.

"We’re poised for it, but will we act on it?" Shahum said of the potential for a bike boom in San Francisco. "It’s going to be a real test next summer and I think the mayor’s role is crucial."

THE GREEN BUG


Like many big city mayors, Newsom has become enamored of all things green at the same time that he’s trying to manage an overtaxed transportation system. He is pushing for Muni improvements and has voiced support for congestion pricing initiatives that could make driving a car more expensive.

"This trend of big city mayors focused on transportation to deal with environmental problems is spreading, and I think Newsom has caught that bug," Shahum said.

SFBC and other groups have been meeting regularly with Wade Crowfoot, the mayor’s new director of climate change initiatives, to push the bike plan work forward, create an aggressive implementation strategy, and craft new initiatives like the recently unveiled "Healthways" proposal to close down the Embarcadero to cars on summer Sunday mornings, an idea borrowed from Bogotá, Colombia.

It’s a sea change from that ride I took with Newsom two years ago, three days after he vetoed Healthy Saturdays, which would have created another day of car-free roads in Golden Gate Park. He labeled the bike advocates as "divisive," and told me his veto decision was influenced by "people in the neighborhoods who just came out in force in ways that, frankly, I didn’t expect."

Those feelings, held by the half of San Franciscans who use a car as their primary mode of transportation, haven’t gone away. Newsom’s advisers and the MTA staffers working on the Bike Plan acknowledge the political challenges in completing the bike network, which advocates say is an important prerequisite for convincing more people that cycling is a safe, attractive option.

I asked Oliver Gajda, who is leading the MTA’s bike team, whether the 56 projects he’s now working on would be queued up and ready to build once the injunction is lifted. While the technical work will be done, he said that most projects still will require lots of community meetings and negotiations.

"Some of the projects will take a couple years of work with the community, and some will take less," Gajda said. "When you discuss the potential of removing lanes or parking spots, there are lots of different interests in San Francisco that have concerns."

That’s where the rubber meets the road. Yes, everyone wants to see more cycling in San Francisco — Newsom two years ago even set the goal of 10 percent of all vehicle trips being made by bicycle by 2010, a goal that nobody interviewed for this article thinks the city will meet — but is the city willing to take space from cars?

"The public priorities are already correct, but we need political leadership to implement those priorities even when there’s opposition," said Dave Snyder, transportation policy director with the San Francisco Planning Urban Research Association.

Crowfoot said Newsom is committed to creating better alternatives to the automobile.

"The mayor is fully supportive of expanding the bike network and that will involve tradeoffs," Crowfoot said, acknowledging that some projects involve losing lanes or parking spaces to close the bike network’s most dangerous gaps. "To the extent that the bike network continues to be a patchwork, people won’t get on bikes."

But the mayor also has been fully supportive of the Transit Effectiveness Project’s proposal to reform Muni, even though he recently suggested opposition to proposed parking fine increases might mean that some TEP proposals need to be scaled back.

Skeptics also note that Newsom removed Shahum from the MTA and has appointed no one else with connections to the bicycling community since then, even though that body has sweeping new authority under last year’s Proposition A to implement the bike plan and make decisions about which transportation modes get priority and funding.

"I’m pushing for that, and we’ll see what happens," Crowfoot said of his efforts to get a complete bike network going during the Newsom administration’s reign, acknowledging that, "the proof is in the pudding."

ZERO-SUM GAME


San Francisco’s strong bicycle advocacy culture, the creation of lots of new bike lanes between 2000 and 2004, and innovations like Critical Mass and the sharrow (a painted arrow on the road indicating where bikes should safely ride) made this city a leader in the bicycling movement.

Yet it is only in the last few years, when San Franciscans have been sidelined by the injunction, that the movement really gained mainstream political acceptance and begun to make inroads into the dominant car culture of the United States, slowly and belatedly following the lead of European cities like Amsterdam and Copenhagen.

"Interest in bike-friendly policies is surging, along with the growing number of adults who are riding more. Moreover, the movers and shakers of the biking scene are often smart, always passionate, and they believe strongly in what they are doing. Even when such groups are in the minority, they often enjoy significant political success, and they should never be discounted," J. Harry Wray, a political science professor from DePaul University in Chicago, argues in his new book Pedal Power: The Quiet Rise of the Bicycle in American Public Life (Paradigm, 2008).

Jeffrey Miller, executive director of Thunderhead Alliance, a national umbrella organization supporting regional bicycle advocacy groups, told us he’s pleased with the movement’s progress in recent years.

"There’s been an awakening by the decision-makers in both government and businesses that bicycling and walking can solve a lot of the environmental problems we’re facing," Miller said.

He cited Portland, Ore., Chicago, Seattle, Washington DC, and New York as the cities leading the way in prioritizing bicycling and creating systems that encourage the use of bikes, and said he was sad to see the setbacks in San Francisco.

"But advocates in each of those cities will say there’s so much more work to be done," Miller said.

Most of that work centers on changing how drivers and planners think about cities, and especially with those who see the competition for space as a zero-sum game. Miller noted that it’s good for motorists when more people are encouraged to opt for alternate forms of transportation.

"If you just get 10 to 20 percent of the drivers to use those other modes, it frees the freeways up for cars as well," Miller said. "I don’t see why we go out of our way to favor cars over every other form of transportation."

Like many advocates, he said a strong and consistently supportive mayor is crucial to change the priorities in cities.

"We have an executive leader in Mayor Daley who believes strongly that the bicycle is a big part of the solution to our environmental problems," said Rob Sadowsky, director of the Chicagoland Bicycle Federation.

"We have an incredible partnership with the city," he said, noting that the organization often works directly on city contracts to create more bicycle facilities, something that happens in other bike-friendly cities like Portland and New York. But it doesn’t happen much in San Francisco.

"There’s a real sense that we’ve turned a critical corner and things that we’re been fighting for, for years now, are in sight," said Paul Steely White, executive director of Transportation Alternatives in New York. "In the last year, there have been some significant policy advances."

Like Mayor Daley in Chicago, New York Mayor Michael Bloomberg has become a vocal advocate of green transportation alternatives and has been willing to stand firm against displaced drivers.

"Anything you give to cyclists is basically taken away from automobiles," White said, adding that New York officials "have not shied away from taking parking away, or even a lane on Ninth Avenue. And that shows how serious they are."

The problem isn’t just San Francisco’s, but California’s as well. It is the state’s decades-old California Environmental Quality Act that was used to stall the Bike Plan and make bike projects so cumbersome. Sadowsky said bike projects in Chicago are relatively easy to implement, with little in the way of hearings or environmental studies needed.

Oregon laws also helped make Portland a national leader, with a requirement that all new road construction include bike lanes, paid for with state funds. Yet here in the small, 49-mile square that is San Francisco, with ideal weather and a deeply ingrained bike community, many say the city could be on the verge of regaining its leadership role in the bicycle policy.

A poll conducted in November 2007 by David Binder Research found that 5 percent of residents use a bicycle as their main mode of transportation, and that 16 percent of San Franciscans ride a bike at least once a week. Even more encouraging is the fact that most reasons cited for not biking — not enough bike lanes or parking, bad roads, feeling threatened by cars — are all things that can be addressed by smart bike policies.

"If it’s going to happen anywhere, it’s going to happen in San Francisco — as far as making more bicycling a reality," Gajda told us. "I really feel like we’re poised after the injunction to take it to the next level."

GET INVOLVED

The SFMTA has a series of upcoming workshops on the city’s Bike Plan and network:

Central Neighborhoods May 21, 6–7:30 p.m., SoMa Recreation Center Auditorium, 270 Sixth St.

Southeastern Neighborhoods May 22, 6–7:30 p.m., Bayview Anna E. Warden Branch Library, 5075 Third St.

Western Neighborhoods June 3, 6–7:30 p.m., Sunset Recreation Center Auditorium, 2201 Lawton.

Northern Neighborhoods June 4, 6–7:30 p.m., Golden Gate Valley Branch Library, 1801 Green.

BIKE TO WORK DAY, MAY 15

Biking is easier and more fun than many people realize, so Bike to Work Day is the perfect excuse to try it on for size. There will be energizer stations all over town for goodies and encouragement, and lots of fellow cyclists on the road for moral support, including group rides leaving 11 different neighborhoods at 7:30 a.m. After work, swing by the SFBC’s Bike Away from Work party from 6–10 p.m. at the Rickshaw Stop, 155 Fell St. For more details, visit http://www.sfbike.org/

The end of the line

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› a&eletters@sfbg.com

"The film is called RR, but I like to call it ‘Railroad,’ because RR sounds like a pirate movie."

— James Benning

TRAINS A short stretch of celluloid is a representation of a train, one image following the other in rapid succession, connected by essential blocks of black, moving forward in time and space, and, when projected, rotating on a wheel. Cinema began with a train entering a station, shot with a fixed camera, chugging toward the screen. Barring a change of mind or circumstance, the masterful RR will be the last of James Benning’s works shot on 16mm, and how fitting that this 37-year phase closes with the image of a locomotive, pointedly stopped in front of a wind farm outside of Palm Springs, scrapped tires lying in the foreground, the end in a line of 43 trains shot across the United States (and the final frame of 34 extant films).

After a prolific three-year period that has seen Benning produce five crucial works — likely exhausting his stock of 16mm film — while teaching, driving across America, and building a full-scale replica of Thoreau’s Walden Pond cabin, technology has vanquished this last of the old-time filmmakers.

Those familiar with Benning’s landscape films will be comforted by RR‘s fixed camera and continental scope, but the film marks something of a crucial advance. As opposed to the awesome 13 Lakes (2006) — 13 individual lakes, each shot lasting the full 10 minutes of the 16mm cartridge — RR finds Benning adopting another structural principle: the signified (the train) takes over from the signifier (the camera).

Every shot is mesmerizing, yet the film builds, acquiring a cumulative power, as the simplicity of structure gives way to infinite experiences. To some, trains invoke nostalgia; to younger viewers, classical antiquity. To trainspotters, well, RR is Valhalla. And just as Benning’s California Trilogy (2000–01) concerns work and water, RR becomes a film "about" American overconsumption. Benning lets what’s on screen tell the story, with the tumultuous history of railroads and western development only alluded to by songs and words on the soundtrack. Filmed and recorded, as always, by a one-man band, all of its shots captured without permissions or permits, maybe RR is a pirate movie.

SFBG How far back does RR‘s genesis go? Were you into railroads as a kid?

JAMES BENNING Yeah, I like trains a lot. When I was a kid I had a little model train, an American Flyer. When I was a teenager we used to play in the train yards in Milwaukee, and that was fun, because we weren’t supposed to go there. We’d hop on slow freight trains and ride them for like a mile, and then jump off.

SFBG When you started making RR, was there a specific plan? Did you know the exact locations where you wanted to shoot?

JB I was pretty familiar with the major US lines. When I drive from Wisconsin to California, I pass by the lines that run through the Midwest. I know the lines that go up and down the [east] coast from New York to Washington. Other lines I knew through research, by getting a good railroad atlas. I wanted to film according to landscapes, too. I knew I wanted to do a shot across Lake Pontchartrain in Louisiana, and a shot in Mississippi of a train going through the kudzu growth, and [a shot of] this famous park called the Rat Hole in Kentucky. I also used a Web site [www.railpictures.net] that says it has "the best railroad pictures on the Net." It has thousands of still photos by railroad fans.

SFBG Is it accurate to call RR a landscape film?

JB The initial idea was to use railroads to define landscape because they can only go up a 2 percent grade. But as it became apparent to me that the film was going to be about trains more than landscapes, I learned more about different kinds of engines. The second shot is of the only piggyback train — where you take semi trucks and load them onto cars — in the film. Later there’s a RoadRailer, the train that looks like a long white snake. I shot that in the Rat Hole, an area that used to be all tunnels. I was shooting from above, which was the best vantage point [from which] to film it.

For me, the film came to be about consumerism and overconsumption — I could feel the weight of the goods going by me. Especially the oil and automobiles, as I saw a lot of tanker cars and auto trains. They pass each other constantly.

SFBG The mathematical nature of RR is impressive. One comes to realize the number of variables at play — the size and expanse of the train, the number of cars, the colors, the speed, the landscape, the angle where the train comes into the frame and where it leaves. All of these factors pile up.

JB It’s the way I always work: I’ll set up a problem for myself. I basically collaborate with the train in that it’s going to suggest the length of the shot. I thought I could vary the distance the camera was from the train, vary the angle that the train approaches from, and change these angles from shot to shot to build rhythms. The variables make it possible to take this idea that is confining and make it grow. The same thing happens with earlier films like 13 Lakes, where I set up an idea — to shoot a lake with the same amount of sky and water — and the problem is how to show the uniqueness of the lake.

SFBG RR must have been a very different experience from shooting 13 Lakes.

JB That’s true, because in shooting 13 Lakes, I was waiting for the best moment to turn the camera on. In RR, I’m waiting for the train, and hopefully it will correspond with the best moment to turn on the camera.

SFBG One is more your choice, and the other is the train’s choice.

JB Yeah, I enter into this collaboration with the train. It’s going to choose the moment. Of course if I am on a line that has five trains an hour, then I can choose the time of the day. But if I’m at a line that has one train a week, then I’m at the mercy of the train. The one place I shot like that was at the causeway that crosses the spillway outside of Lake Pontchartrain — the Kansas Line. That train comes by once a week. I waited all day, and that train came by at 4 in the afternoon, on a day [when] it was 110 degrees with 100 percent humidity.

SFBG Is everything in RR there as you found it? That last shot with the tires strewn by the tracks seems too good to be true.

JB Yeah, it’s outside of Palm Springs. In the film that Reinhard Wulf made about me [James Benning: Circling the Image (2003)], we stop at the same wind farm. On the soundtrack I talk about going back to places I’ve filmed and seeing how the places change. That area is just littered with stuff, so it wasn’t hard to find a good frame with tires.

SFBG When I saw RR, the audience gasped at that final shot, like they do at the mirrored image of Crater Lake in Oregon in 13 Lakes. It isn’t comparable in beauty. But there is perfection to the composition: the colors of the train match up with the landscape, the blue of the sky and the white of the windmills.

JB The other thing is that as the train gets slower and eventually stops, the sound of the train gives way to the sound of the windmills. There is this slow dissolve between train noise and wind energy that somewhat suggests an alternative way of living, a cleaner energy. After [one] screening, an interviewer said that he found it to be hopeful, but I find it kind of ironic, as it seems too late. The tires lying there like the death of the automobile — the death of our culture, really — and the use of oil, all of that is in play.

SFBG The general perception of RR is that the film’s structure is precisely a function of the length of each train — the shot begins when the train enters the frame and ends when it leaves. But that’s not exactly the case.

JB Most of the time there’s an empty frame, the train enters, it leaves, and then there’s a cut. I would like to have drawn that out. For me the film is very much about time and about waiting, but I didn’t want waiting to become part of the film. I wanted you to realize through the absence of waiting that I had to wait.

SFBG Something else happens within RR. At least twice, maybe three times, there is an optical illusion. After the train leaves the frame what’s left behind seems to vibrate.

JB It happens a lot.

SFBG Were you aware that this would occur?

JB I wasn’t when I made the film, but when I started to project the work print, I was shocked. You don’t need a film to get that optical illusion — you can stand in front of a waterfall, follow the water down, then turn your head. [Likewise,] your eyes will follow the train so that when it’s gone, the effect remains and even kind of warps.

SFBG Most of the trains in the film are freight trains, there are maybe only one or two passenger trains.

JB There are two: one was a commuter train, one was a passenger train. The amount of commuter travel, at least on the West Coast, is minimal — you hardly ever see a train with people in it. Amtrak leases the right to use rails from the companies that operate the freight trains. I’ve taken most of the Amtrak train routes. They’re fun … and slow.

SFBG How long did you shoot?

JB I shot for two and a half years, probably. I had so much fun that I didn’t really want to stop. I still miss it. Sometimes I go back to those same sites and wait for trains, just to have that feeling again.

Growing up

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› news@sfbg.com

GREEN CITY Arguments about urban sprawl and the need to drastically improve transit services at the Transbay Terminal are driving plans for massive new skyscrapers in the SoMa District. Although the project is still in its initial phase, as many as seven towers — some higher than the Transamerica Pyramid — would surround the centerpiece Transbay Tower.

At an April 30 public hearing on the project at Golden Gate University, about 150 people, mostly developers and architects, voiced their opinions as they listened to the city’s updates on the proposal. For the most part, the business community audience wanted buildings as high as possible and felt that even the city’s most ambitious proposal, to build a Transbay Tower more than 1,200 feet high — almost twice the height of One Rincon Hill — was insufficient.

"I support raising the heights. By increasing density, we’re taking better care of our environment," Rincon Hill resident Jamie Whitaker told the room.

The original plan called for a 550-foot Transbay Tower, but the city wants to double its height to ensure sufficient funds for the Transit Center, the Caltrain extension, and other infrastructure improvements. The project’s environmental impact report will study three height options: 850, 1,000, and 1,200 feet. The addition of a couple of hundred feet would raise revenue from about $150 million to between $310 million and $410 million, according to the San Francisco Planning Department.

Although increasing the height of the planned office buildings will bring in more money for other improvements, the increased density comes with transit and quality of life costs. Some worry that the higher population will create an unlivable space.

"Mission Street is turning into a canyon," Jennifer Clary, president of the urban environmental group SF Tomorrow, told the Guardian. "Already there are virtually no parks in this side of the city. They’re creating a demand for more open space, but they’re not fulfilling it."

Although a new park will extend about 11 acres on the roof of the Transbay Terminal, some existing open spaces may be in jeopardy. If the Transbay Tower is higher than 1,000 feet, it will cast a shadow for part of the day over Justin Herman Plaza and possibly Portsmouth Square.

Even though Proposition K, which passed in 1984, states that new buildings cannot cast shadows on public parks, the city’s planning department has the ability to waive that rule. "The law says no new ‘significant’ shadows, so it’s really a judgment call and can be interpreted in a variety of ways," Joshua Switzky, project manager for the San Francisco Planning Department told the Guardian.

For example, the city allowed the Asian Art Museum, remodeled in 2003, to cast a small shadow over Civic Center Plaza. "Shadow impacts can be precisely calculated, and we’re working to mitigate the impact on parks," Switzky said.

In addition to thoughts on how to keep parks sunny, several ideas to ease congestion were introduced at the meeting, including changing one-way streets, restricting terminal access to public vehicles, installing more bike lanes, and increasing curb width.

According to a 2004 Planning Department study, 70 percent of downtown workers commute using public transit, 17 percent drive, and the rest walk or bike. Sufficient funding has yet to be secured to connect Caltrain tracks to the Transbay Terminal, instead of its present end at 4th and King streets. Either way, the planning department hopes to increase commuters using transit by 6 percent, according to the April 2008 Transit Center District Plan.

"Right now all we have is a huge skyscraper for a bus terminal, and it’s not clear if the city will invest the extra money from taller buildings to improve transit," Clary told us.

The planning department estimates it will need an additional $1.9 billion to connect Caltrain, and if it doesn’t reach that goal, SoMa may be inundated by even more cars since there will be no direct commute route from the Peninsula to the new Transbay Terminal offices. In November, California voters will decide on a $10 billion bond measure to create a high-speed rail line linking Los Angeles to San Francisco at the new Transbay Terminal, the centerpiece of the planned project.

The next public meeting will be held at Yerba Buena Center for the Arts on Thursday, May 8 at 5:30 p.m.

Summer 2008 fairs and festivals

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Grab your calendars, then get outside and celebrate summer in the Bay.

>Click here for a full-text version of this article.

ONGOING

United States of Asian America Arts Festival Various locations, SF; (415) 864-4120, www.apiculturalcenter.org. Through May 25. This festival, presented by the Asian Pacific Islander Cultural Center, showcases Asian Pacific Islander dance, music, visual art, theater, and multidisciplinary performance ensembles at many San Francisco venues.

Yerba Buena Gardens Festival Yerba Buena Gardens, Third St at Mission, SF; (415) 543-1718, www.ybgf.org. Through Oct, free. Nearly 100 artistic and cultural events for all ages take place at the Gardens, including the Latin Jazz series and a performance by Rupa & the April Fishes.

MAY 10–31

Asian Pacific Heritage Festival Oakland Asian Cultural Center, 388 Ninth St, Oakl; (510) 637-0462, www.oacc.cc. Times vary, free. The OACC presents hands-on activities for families, film screenings, cooking classes, and performances throughout the month of May.

MAY 15–18

Carmel Art Festival Devendorf Park, Carmel; (831) 642-2503, www.carmelartfestival.org. Call for times, free. Enjoy viewing works by more than 60 visual artists at this four-day festival. In addition to the Plein Air and Sculpture-in-the-Park events, the CAF is host to the Carmel Youth Art Show, Quick Draw, and Kids Art Day.

MAY 16–18

Oakland Greek Festival 4700 Lincoln, Oakl; (510) 531-3400, www.oaklandgreekfestival.com. Fri-Sat, 10am-11pm; Sun, 11am-9pm, $6. Let’s hear an "opa!" for Greek music, dance, food, and a stunning view at the Greek Orthodox Cathedral of the Ascension’s three-day festival.

MAY 17

Asian Heritage Street Celebration Japantown; www.asianfairsf.com. 11am-6pm, free. The largest gathering of Asian Pacific Americans in the nation features artists, DJs, martial arts, Asian pop culture, karaoke, and much more.

Saints Kiril and Methody Bulgarian Festival Croatian American Cultural Center, 60 Onondaga; (510) 649-0941, www.slavonicweb.org. 4pm, $15. Enjoy live music, dance, and traditional food and wine in celebration of Bulgarian culture. A concert features special guests Radostina Koneva and Orchestra Ludi Maldi.

Taiwanese American Cultural Festival Union Square, SF; (408) 268-5637, www.tafnc.org. 11am-5pm, free. Explore Taiwan by tasting delicious Taiwanese delicacies, viewing a puppet show and other performances, and browsing arts and crafts exhibits.

Uncorked! Ghirardelli Square; 775-5500, www.ghirardellisq.com. 1-6pm, $40-45. Ghirardelli Square and nonprofit COPIA present their third annual wine festival, showcasing more than 40 local wineries and an array of gourmet food offerings.

BAY AREA

Cupertino Special Festival in the Park Cupertino Civic Center, 10300 Torre, Cupertino; (408) 996-0850, www.osfamilies.org. 10am-6pm, free. The Organization of Special Needs Families hosts its fourth annual festival for people of all walks or wheels of life. Featuring live music, food and beer, a petting zoo, arts and crafts, and other activities.

Enchanted Village Fair 1870 Salvador, Napa; (707) 252-5522. 11am-4pm, $1. Stone Bridge School creates a magical land of wonder and imagination, featuring games, crafts, a crystal room, and food.

Immigrants Day Festival Courthouse Square, 2200 Broadway, Redwood City; (650) 299-0104, www.historysmc.org. 12-4pm, free. Sample traditional Mexican food, make papel picado decorations, and watch Aztec dancing group Casa de la Cultura Quetzalcoatl at the San Mateo County History Museum.

MAY 17–18

A La Carte and Art Castro St, Mountain View; (650) 964-3395, www.miramarevents.com. 10am-6pm, free. The official kick-off to festival season, A La Carte is a moveable feast of people and colorful tents offering two days of attractions, music, art, a farmers’ market, and street performers.

Bay Area Storytelling Festival Kennedy Grove Regional Recreation Area, El Sobrante; (510) 869-4946, www.bayareastorytelling.org. Gather around and listen to stories told by storytellers from around the world at this outdoor festival. Carol Birch, Derek Burrows, Baba Jamal Koram, and Olga Loya are featured.

Castroville Artichoke Festival 10100 Merritt, Castroville; (831) 633-2465, www.artichoke-festival.org. Sat, 10am-6pm; Sun, 10am-5pm, $3-6. "Going Green and Global" is the theme of this year’s festival, which cooks up the vegetable in every way imaginable and features activities for kids, music, a parade, a farmers’ market, and much more.

French Flea Market Chateau Sonoma, 153 West Napa, Sonoma; (707) 935-8553, www.chateausonoma.com. Call for times and cost. Attention, Francophiles: this flea market is for you! Shop for antiques, garden furniture, and accessories from French importers.

Hats Off America Car Show Bollinger Canyon Rd and Camino Ramon, San Ramon; (925) 855-1950, www.hatsoffamerica.us. 10am-5pm, free. Hats Off America presents its fifth annual family event featuring muscle cars, classics and hot rods, art exhibits, children’s activities, live entertainment, a 10K run, and beer and wine.

Himalayan Fair Live Oak Park, 1300 Shattuck, Berk; (510) 869-3995, www.himalayanfair.net. Sat, 10am-7pm; Sun, 10am-5:30pm, $8.This benefit for humanitarian grassroots projects in the Himalayas features award-winning dancers and musicians representing Nepal, Tibet, Bhutan, India, Afghanistan, Pakistan, and Mongolia. Check out the art and taste the delicious food.

Pixie Park Spring Fair Marin Art and Garden Center, Ross; www.pixiepark.org. 9am-4pm, free. The kids will love the bouncy houses, giant slide, petting zoo, pony rides, puppet shows, and more at this cooperative park designed for children under 6. Bring a book to donate to Homeward Bound of Marin.

Supercon San Jose Convention Center, San Jose; www.super-con.com. Sat., 10am-6pm; Sun., 10am-5pm, $20-30. The biggest stars of comics, sci-fi, and pop culture — including Lost’s Jorge Garcia and Groo writer Sergio Aragonés — descend on downtown San Jose for panels, discussions, displays, and presentations.

MAY 18

Bay to Breakers Begins at Howard and Spear, ends at the Great Highway along Ocean Beach, SF; www.baytobreakers.com. 8am, $39-59. See a gang of Elvis impersonators in running shorts and a gigantic balloon shaped like a tube of Crest floating above a crowd of scantily clad, and unclad, joggers at this annual "race" from the Embarcadero to the Pacific Ocean.

Carnival in the Xcelsior 125 Excelsior; 469-4739, my-sfcs.org/8.html. 11am-4pm, free. This benefit for the SF Community School features game booths, international food selections, prizes, music, and entertainment for all ages.

BAY AREA

Russian-American Fair Terman Middle School, 655 Arastradero, Palo Alto; (650) 852-3509, paloaltojcc.org. 10am-5pm, $3-5. The Palo Alto Jewish Community Center puts on this huge, colorful cultural extravaganza featuring ethnic food, entertainment, crafts and gift items, art exhibits, carnival games, and vodka tasting for adults.

MAY 21–JUNE 8

San Francisco International Arts Festival Various venues, SF; (415) 399-9554, www.sfiaf.org. The theme for the fifth year of this multidisciplinary festival is "The Truth in Knowing/Threads in Time, Place, Culture."

MAY 22–25

Sonoma Jazz Plus Festival Field of Dreams, 179 First St W, Sonoma; (866) 527-8499, www.sonomajazz.org. Thurs-Sat, 6:30 and 9pm; Sun, 8:30pm, $40+. Head on up to California’s wine country to soak in the sounds of Al Green, Herbie Hancock, Diana Krall, and Bonnie Raitt.

MAY 24–25

Carnaval Mission District, SF; (415) 920-0125, www.carnavalsf.com. 9:30am-6pm, free. California’s largest annual multicultural parade and festival celebrates its 30th anniversary with food, crafts, activities, performances by artists like deSoL, and "Zona Verde," an outdoor eco-green village at 17th and Harrison.

MAY 25–26

San Ramon Art and Wind Festival Central Park, San Ramon; (925) 973-3200, www.artandwind.com. 10am-5pm, free. For its 18th year, the City of San Ramon Parks and Community Services Department presents over 200 arts and crafts booths, entertainment on three stages, kite-flying demos, and activities for kids.

MAY 30–JUNE 8

Healdsburg Jazz Festival Check Web site for ticket prices and venues in and around Healdsburg; (707) 433-4644, www.healdsburgjazzfestival.com. This 10th annual, week-and-a-half-long jazz festival will feature a range of artists from Fred Hersch and Bobby Hutcherson to the Cedar Walton Trio.

MAY 31

Chocolate and Chalk Art Festival North Shattuck, Berk; (510) 548-5335, www.northshattuck.org. 10am-6pm, free. Create chalk drawings and sample chocolate delights while vendors, musicians, and clowns entertain the family.

Napa Valley Art Festival 500 Main, Napa; www.napavalleyartfestival.com. 10am-4pm, free. Napa Valley celebrates representational art on Copia’s beautiful garden promenade with art sales, ice cream, and live music. Net proceeds benefit The Land Trust of Napa County’s Connolly Ranch Education Center.

MAY 31–JUNE 1

Union Street Festival Union, between Gough and Steiner, SF; 1-800-310-6563, www.unionstreetfestival.com. 10am-6pm, free. For its 32nd anniversary, one of SF’s largest free art festivals is going green, featuring an organic farmer’s market, arts and crafts made with sustainable materials, eco-friendly exhibits, food, live entertainment, and bistro-style cafés.

JUNE 4–8

01SJ: Global Festival of Art on the Edge Various venues, San Jose; (408) 277-3111, ww.01sj.org. Various times. The nonprofit ZERO1 plans to host 20,000 visitors at this festival featuring 100 exhibiting artists exploring the digital age and novel creative expression.

JUNE 5–8

Harmony Festival Sonoma County Fairgrounds, Santa Rosa; www.harmonyfestival.com. $30-99. One of the largest progressive-lifestyle festivals of its kind, Harmony brings art, education, and cultural awareness together with world-class performers like George Clinton and Parliament Funkadelic, Jefferson Starship, Damian Marley, Cheb I Sabbah, and Vau de Vire Society.

JUNE 7–8

Crystal Fair Fort Mason Center; 383-7837, www.crystalfair.com. Sat, 10am-6pm; Sun, 10am-5pm, $6. The Pacific Crystal Guild presents two days in celebration of crystals, minerals, jewelry, and metaphysical healing tools from an international selection of vendors.

BAY AREA

Sunset Celebration Weekend Sunset headquarters, 80 Willow Road, Menlo Park; 1-800-786-7375, www.sunset.com. 10am-5pm, $12, kids free. Sunset magazine presents a two-day outdoor festival featuring beer, wine, and food tasting; test-kitchen tours, celebrity chef demonstrations, live music, seminars, and more.

JUNE 8

Haight Ashbury Street Fair Haight and Ashbury; www.haightashburystreetfair.org. 11am-5:30pm, free. Celebrate the cultural contributions this historical district has made to SF with a one-day street fair featuring artisans, musicians, artists, and performers.

JUNE 14

Rock Art by the Bay Fort Mason, SF; www.trps.org. 10am-5pm, free. The Rock Poster Society hosts this event celebrating poster art from its origins to its most recent incarnations.

BAY AREA

City of Oakland Housing Fair Frank Ogawa Plaza; Oakl; (510) 238-3909, www.oaklandnet.com/housingfair. 10am-2pm, free. The City of Oakland presents this seventh annual event featuring workshops and resources for first-time homebuyers, renters, landlords, and homeowners.

JUNE 14–15

North Beach Festival Washington Square Park, 1200-1500 blocks of Grant and adjacent streets; 989-2220, www.sfnorthbeach.org. 10am-6pm, free. Touted as the country’s original outdoor arts and crafts festival, the North Beach Festival celebrates its 54th anniversary with juried arts and crafts exhibitions and sales, a celebrity pizza toss, live entertainment stages, a cooking stage with celebrity chefs, Assisi animal blessings, Arte di Gesso (Italian street chalk art competition, 1500 block Stockton), indoor Classical Concerts (4 pm, National Shrine of St. Francis), a poetry stage, and more.

BAY AREA

Sonoma Lavender Festival 8537 Sonoma Hwy, Kenwood; (707) 523-4411, www.sonomalavender.com. 10am-4pm, free. Sonoma Lavender opens its private farm to the public for craftmaking, lavender-infused culinary delights by Chef Richard Harper, tea time, and a chance to shop for one of Sonoma’s 300 fragrant products.

JUNE 7–AUG 17

Stern Grove Music Festival Stern Grove, 19th Ave and Sloat, SF; www.sterngrove.org. Sundays 2pm, free. This beloved San Francisco festival celebrates community, nature, and the arts is in its with its 71st year of admission-free concerts.

JUNE 17–20

Mission Creek Music Festival Venues and times vary; www.mcmf.org.The Mission Creek Music Festival celebrates twelve years of featuring the best and brightest local independent musicians and artists with this year’s events in venues big and small.

JUNE 20–22

Jewish Vintners Celebration Various locations, Napa Valley; (707) 968-9944, www.jewishvintners.org. Various times, $650. The third annual L’Chaim Napa Valley Jewish Vintners Celebration celebrates the theme "Connecting with Our Roots" with a weekend of wine, cuisine, camaraderie, and history featuring Jewish winemakers from Napa, Sonoma, and Israel.

Sierra Nevada World Music Festival Mendocino County Fairgrounds, 14480 Hwy 128, Boonville; (917) 777-5550, www.snwmf.com.Three-day pass, $135; camping, $50-100. Camp for three days and listen to the international sounds of Michael Franti & Spearhead, the English Beat, Yami Bolo, and many more.

JUNE 28–29

San Francisco Pride 2008 Civic Center, Larkin between Grove and McAllister; 864-FREE, www.sfpride.org. Celebration Sat-Sun, noon-6pm; parade Sun, 10:30am, free. A month of queer-empowering events culminates in this weekend celebration: a massive party with two days of music, food, and dancing that continues to boost San Francisco’s rep as a gay mecca. This year’s theme is "Bound for Equality."

JULY 3–6

High Sierra Music Festival Plumas-Sierra Fairgrounds, Quincy; (510) 547-1992, www.highsierramusic.com. Ticket prices vary. Enjoy four days of camping, stellar live music, yoga, shopping, and more at the 18th iteration of this beloved festival. This year’s highlights include ALO, Michael Franti and Spearhead, Built to Spill, Bob Weir & RatDog, Gov’t Mule, and Railroad Earth.

JULY 4

City of San Francisco Fourth of July Waterfront Celebration Pier 39, Embarcadero at Beach; 705-5500, www.pier39.com. 1-9:30pm, free. SF’s waterfront Independence Day celebration features live music by Big Bang Beat and Tainted Love, kids’ activities, and an exciting fireworks show.

JULY 5–6

Fillmore Jazz Festival Fillmore between Jackson and Eddy; www.fillmorejazzfestival.com.10am-6pm, free. More than 90,000 people will gather to celebrate Fillmore Street’s prosperous tradition of jazz, culture, and cuisine.

JULY 17–AUG 3

Midsummer Mozart Festival Various Bay Area venues; (415) 392-4400, www.midsummermozart.org. $20-60. This Mozart-only music concert series in its 34th season features talented musicians from SF and beyond.

JULY 18–AUG 8

Music@Menlo Chamber Music Festival Menlo School, 50 Valparaiso, Atherton; www.musicatmenlo.org. In its sixth season, this festival explores a musical journey through time, from Bach to Jennifer Higdon.

JULY 21–27

North Beach Jazz Fest Various locations; www.nbjazzfest.com. Various times and ticket prices. Sunset Productions presents the 15th annual gathering celebrating indoor and outdoor jazz by over 100 local and international artists. Special programs include free jazz in Washington Square Park.

JULY 26, AUG 16

FLAX Creative Arts Festival 1699 Market; 552-2355, www.flaxart.com. 11am-2pm, free. Flax Art and Design hosts an afternoon of hands-on demonstrations, free samples, and prizes for kids.

JULY 27

Up Your Alley Dore Alley between Folsom and Howard, Folsom between Ninth and 10th Sts; www.folsomstreetfair.com. 11am-6pm, free. Hundreds of naughty and nice leather-lovers sport their stuff in SoMa at this precursor to the Folsom Street Fair.

AUG 2–3

Aloha Festival San Francisco Presidio Parade Grounds, near Lincoln at Graham; www.pica-org.org/AlohaFest/index.html. 10am-5pm, free. The Pacific Islanders’ Cultural Association presents its annual Polynesian cultural festival featuring music, dance, arts, crafts, island cuisine, exhibits, and more.

AUG 9–10

Nihonmachi Street Fair Japantown Center, Post and Webster; www.nihonmachistreetfair.org. 11am-6pm, free. Japantown’s 35th annual celebration of the Bay Area’s Asian and Pacific Islander communities continues this year with educational booths and programs, local musicians and entertainers, exhibits, and artisans.

AUG 22–24

Outside Lands Music & Arts Festival Golden Gate Park; www.outsidelands.com. View Web site for times and price. Don’t miss the inaugural multifaceted festival of top-notch music, including Tom Petty, Jack Johnson, Manu Chao, Widespread Panic, Wilco, and Primus.

AUG 25–SEPT 1

Burning Man Black Rock City, NV; www.burningman.com. $295. Celebrate the theme "American Dream" at this weeklong participatory campout that started in the Bay Area. No tickets will be sold at the gate this year.

AUG 29–SEPT 1

Sausalito Art Festival 2400 Bridgeway, Sausalito; (415) 331-3757, www.sausalitoartfestival.org. Various times, $10. Spend Labor Day weekend enjoying the best local, national, and international artists as they display paintings, sculpture, ceramics, and more in this seaside village.

AUG 30–31

Millbrae Art and Wine Festival Broadway between Victoria and Meadow Glen, Millbrae; (650) 697-7324, www.miramarevents.com. 10am-5pm, free. The "Big Easy" comes to Millbrae for this huge Mardi Gras–style celebration featuring R&B, rock ‘n’ roll, jazz, and soul music, as well as arts and crafts, food and beverages, live performance, and activities for kids.

AUG 30–SEPT 1

Art and Soul Festival Various venues, Oakl; (510) 444-CITY, www.artandsouloakland.com. 11am-6pm, $5-$10. Enjoy three days of culturally diverse music, food, and art at the eighth annual Comcast Art and Soul Festival, which features a Family Fun Zone and an expo highlighting local food and wine producers.

SEPT 1–5

San Francisco Shakespeare Festival Various Bay Area locations; www.sfshakes.org. This nonprofit organization presents free Shakespeare in the Park, brings performances to schools, hosts theater camps, and more.

SEPT 6–7

Mountain View Art and Wine Festival Castro between El Camino Real and Evelyn, Mountain View; (650) 968-8378, www.miramarevents.com. 10am-6pm, free. Known as one of America’s finest art festivals, more than 200,000 arts lovers gather in Silicon Valley’s epicenter for this vibrant celebration featuring art, music, and a Kids’ Park.

SEPT 20–21

Treasure Island Music Festival Treasure Island; treasureislandfestival.com. The second year of this two-day celebration, organized by the creators of Noise Pop, promises an impressive selection of indie, rock, and hip-hop artists.

SEPT 28

Folsom Street Fair Folsom Street; www.folsomstreetfair.com. Eight days of Leather Pride Week finishes up with the 25th anniversary of this famous and fun fair.

Listings compiled by Molly Freedenberg.

Finally a fix for Fell-Masonic

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fell-masonic.jpg
Image from sfist.com

I and other bicyclists and pedestrians have long been urging the city to do something about the dangerous intersection of Fell and Masonic, and that pressure yesterday yielded a small but significant victory.
City attorneys persuaded Judge Peter Busch to make an exception in his injunction against bicycle projects so that the city can create a dedicated left turn lane and traffic signal phase for cars, which now cut across the pedestrians and bicyclists in a way that often leads to life-threatening collisions.
Kudos to the San Francisco Municipal Transportation Agency and City Attorney’s Office for taking this seriously enough to head back to court over it, and another big raspberry to anti-bike blogger Rob Anderson (the guy responsible for the injunction) for forcing the city to jump through so many legal hoops just to make some common sense improvements to promote safe bicycling.
The project must still go through the city approval process — where Anderson will likely to be speaking against it and threatening to sue again — but it appears to be a done deal that will be built by early summer.

Been there, done that

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> a&eletters@sfbg.com

REVIEW Bruce Williams and Donnell Alexander’s Rollin’ with Dre (One World/Ballantine, 192 pages, $25) is a strange and sinister book. What makes it strange is that it’s actually about Williams, who worked as a bodyguard, valet, personal manager, and confidante for Dr. Dre. It’s his biography, not Dre’s, so it falls into the category of an insider’s tale. Typically I avoid this subgenre like I avoid the boasting "friend of a friend of somebody famous" at a party.

But as I read about Williams’ small-town upbringing, love of sports, time overseas, arrival in Los Angeles, and 20-year tenure as Dre’s confidante, Rollin’ with Dre took on a picaresque sheen. Plus, its story is intriguing. Thanks are due to ghostwriter Alexander, who helps mold a samurai-like image of Williams.

As for Dr. Dre, Williams and Alexander render him an introverted genius most comfortable in the studio, surrounded by friends and fellow artists. Suge Knight at Death Row and Jimmy Iovine at Interscope serve as the story’s ravenous, predatory lords, preying on Dre’s talent. Williams plays the part of loyal, selfless guardian from Dre’s early days with NWA through his blockbuster success with Eminem and 50 Cent. He keeps dire forces at bay so the artist can create masterpieces and travel the world.

A surprising thing about Williams’ book is how little actual sex and violence it contains. It’s rare that a tell-all is so frank without giving way to lurid gossip and dish. Rollin’ with Dre is a manly man’s tale, complete with free weights, fast cars, drinking contests, and plastic bags of stagnant urine dropped from building-tops. There are bitches and niggas here, yet the book is damn near scandal-free. In places it appears that Williams is still protecting Dr. Dre, only this time from the potential fallout of his tell-all.

We get the story of a reasonably stable, sober, law-abiding father and husband who once guarded a mutually beneficial arrangement with a mega-star by tapping into a cool detachment acquired from his days as a Marine and as a corrections officer. Indeed, a remote tone permeates even the most intimate of passages. When near the deathbed of Eazy-E, for example, Williams’ emotional investment in the moment seems sparse. With every flying fist, whizzing bullet, and falling body, he shakes his head, says "That’s a shame," and keeps moving. The same tact that served him well in his profession sometimes leaves the reader outside in the cold.

Still, Rollin’ with Dre‘s glimpse into the creative process of a world famous hit-maker is compelling, as is its look at the pitfalls and perils of the unscrupulous, violent, and larcenous world of corporate gangsta rap. Throughout the episodes involving groupies, the tales of blunts getting smoked, and weapons being brandished, Williams seems to effortlessly walk a tightrope that separates cool-headed big guy from Type A gung-ho asshole. Yet Alexander allows him to stumble on enough occasions for the reader to suspect the book’s overall sheen of sugarcoating. With violence, double-dealing, and revenge the norm, how could anyone survive for more than 20 years without getting a little blood on their hands? There seems to be a lot going on between the beats.

"Gangsta," Williams remarks at one point, "I don’t know if it’s right, but I know that it’s true." It’s that perspective that makes Rollin’ with Dre sinister.

A time to kill

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› le_chicken_farmer@yahoo.com

CHEAP EATS It’s a question of balance. If I brag, it’s because I also put myself down a lot, and I wouldn’t want anyone to think me insecure. That’s not it at all. I am capable of saving the day, but probably more likely to trip over a milk crate with a crunched, empty can in it. My fuck-ups are occasionally spectacular and always well documented. You don’t have to read Cheap Eats. Just look at my shirt.

I mean, read Cheap Eats, by all means. The thing about failure is that it makes better copy than success. That almost has to be a saying already, and I’m either an idiot for repeating it or a genius for inventing it — in which case I’m a braggart for pointing it out and an idiot for bragging. It’s a question of balance.

For some reason there was this idea afloat that, if the puerco pibil came out great, we would have no choice but to kill Earl Butter. I know, I know. It didn’t make sense to me either, because he was the maker of the pork — and the chief advocate for killing the cook.

If it was a suicide attempt, it failed. Maybe a cry for help?

I think not. It had something to do with bisexual people’s favorite film ever, Once Upon a Time in Mexico, starring Johnny Depp and Salma Hayek. I never saw it.

My favorite movie is Vernon, Florida. Still! Almost thirty years later! I’ve worn out two video tapes already, and it’s the only movie I ever made a CD of, so I could listen to it in my car, the visuals having long since been stamped onto my brain. Some day, after I finish film school, I’m going to do a remake of Vernon, Florida starring Johnny Depp and Salma Hayek as the couple who sits on their steps and talks about sand. Nobody ever does remakes of documentaries, I’ve noticed. Why is that?

Don’t think too hard. That’s my job. And you can rest assured I’ll do it. As soon as every other restaurant reviewer in the world is writing about movies, their friends, cars, sports, and chickens instead of restaurants, I’m going to go to film school and start making remakes of all my favorite documentaries.

The beautiful thing about Once Upon a Time in Mexico, according to Earl Butter, isn’t Johnny Depp or Salma Hayek. It’s pork. Specifically, puerco pibil, the marinated, slow-roasted pork dish that Johnny Depp’s character just loves. And, if you think following Cheap Eats can be tough, check this out: apparently if a chef’s puerco pibil tastes too good, Johnny Depp kills him.

I never understood why people complained about violence in movies, until now. You can’t kill someone for cooking something real good! Not even in real life. I just saw No Country for Old Men. Didn’t like it, but I have to admit that you can kill someone for losing a coin toss, pissing you off, trying to kill you, being married to someone who pisses you off, just for fun, or for no reason at all. But killing someone for cooking something too good, that crosses the line. I didn’t even see Once Upon a Time in Mexico and I’m going to have nightmares about it.

Well, Robert Rodriguez — writer, director, producer, editor, music maker, cutie-pie, and complete bastard for making me have nightmares — puts on a little cooking show at the end of the DVD, according to Earl Butter. You also can watch it on YouTube. That’s what I did.

Earl Butter followed the director’s directions, I believe, except for the banana leaves. He invited seven people over for dinner: one was me and none was Johnny Depp.

But he’s out there somewhere, you gotta figure, and for all we know he reads Cheap Eats as faithfully as everyone else in the world. So at the risk of reviewing my best friend’s cooking, the pork was quite … hmm, good? But not great. A little dry. And perhaps not spicy enough. Middle of the road. I say this for your own protection, Earl.

———————————————————————-

My new favorite restaurant is Thai Noodle Jump, mostly for the name, and because it’s on my way to the bridge from pretty much anywhere. Sometimes I need a bowl of duck noodle soup. Can’t recommend the grilled beef salad, though, because the meat was way overcooked. But the soups … big bowls, decent prices. Small, cozy place. Great name.

THAI NOODLE JUMP

560 Balboa, SF

(415) 379-6422

Daily: 11 a.m.–10:30 p.m.

Beer

MC/V

Greening away poverty

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› news@sfbg.com

If the flow of venture capital is any indication, the new green economy is not just coming, it’s about to boom. There’s good reason to be excited about capitalists pouring money into saving the planet. But is it really the panacea that true believers say it is?

The idea behind "social uplift environmentalism" is that the new green economy is strong enough to lift people out of poverty. The argument: millions of "green-collar jobs" — defined as living-wage, career-track jobs that contribute directly to improving or enhancing environmental quality — will be created as the need for green energy, transportation, and manufacturing infrastructure grows.

If green is the new black, eco-populism is the new environmentalism.

But the pesky realists out there question whether the private sector will work quickly or efficiently enough to solve crises as massive as global warming. And many Bay Area activists say they have good reason to be wary of green solutions to problems like inner-city poverty.

In early April, the San Francisco–based Center for Political Education (CPE) brought in prominent environmental and social justice activists to discuss some of these issues. One of the primary concerns about turning blue collars green has to do with doubts about job training programs, which don’t have a great track record.

"People are getting trained for nothing — for an old economy, for jobs that don’t exist," activist Oscar Grande of People Organizing for Environmental and Economic Rights (PODER) told the Guardian.

At the gathering Ian Kim, director of the Green Collar Jobs program at Oakland’s Ella Baker Center, agreed that there have been major problems in job training programs but said that this shouldn’t doom future programs to failure. "Workforce development has been on a starvation diet for the last 10 to 15 years," he said at the CPE event. "It’s easy to do job training really badly. But when done well, it can work."

In a conversation with the Guardian, Jennifer Lin, research director for the East Bay Alliance for a Sustainable Economy, cited Solar Richmond as an example of a small but successful green-jobs program. Lin also acknowledged that it took a while for the first 18 trainees to find employment in solar panel installation.

Another hot topic at the CPE event concerned land use — a scorching topic in our housing-strapped city. Grande said one of the struggles PODER has taken on in the Mission District is preserving industrial lands, the breadbasket for low-income communities. San Francisco’s industrial base has eroded due to factors such as offshoring jobs and dotcom-era condo developments in areas formerly zoned for industry, he said.

One of the biggest questions raised at the CPE event concerned the limits of green capitalism: can an environmental solution be successful if it doesn’t challenge the constant-growth philosophy that created the problem?

"There is a lot of feel-good energy being put in by politicians about this really good [green jobs] program. But they’re not addressing how incredibly enormous the challenges are and the kinds of shifts — like getting all of us out of cars, providing local foods that don’t have to be shipped from thousands of miles away — that need to happen," the CPE’s Fernando Martí told the Guardian.

Kim says that while the climate crisis allows us to critique capitalism in a way that has not been possible for decades, he acknowledges that the work the Ella Baker Center is doing is within a constant-growth framework.

"While it’s important in the radical left to have conversations about capitalism and powering down, that’s not where we’re starting out with green jobs," Kim told the CPE audience.

Mateo Nube, training director for the Movement Generation Justice and Ecology Project, suggested that both short- and long-term goals are important. "We need to build an infrastructure for the transition. We need to rebuild our food production systems in a way that actually takes care of everybody and is sustainable. From that vantage point, the idea of green jobs and a New Deal makes a lot of sense. But in that process, we have to incorporate an understanding that a constant-growth model is suicide."

Yet

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› le_chicken_farmer@yahoo.com

CHEAP EATS "Well, sweetie, what did you expect?" my mother said after I came home crying from the beating I took for peeing on my kindergarten teacher’s melted dog. "You can’t piddle a puddle of poodle without getting paddled!"

… crickets …

Oh, Christ. You’re not buying it, are you?

I know because ever since my punch line and I were so heartwarmingly reunited, I’ve been telling that joke — the joke I wrote — to everyone I know, and a lot of people I don’t. The idea: to grind it like so much Cheetos dust into the very fabric of American consciousness, in case I forget again.

The problem: it ain’t funny.

Nobody’s buying it, and the blank stares and exaggerated death bed groans are starting to hurt. Real bad. I literally have gone door-to-door, trying to sell this joke like vacuum cleaners or life insurance, and I have taken a figurative beating. You can’t peddle a puddle of piddled poodle without being paddled, either.

But I mentioned spaghetti-cue. This was a couple weeks ago, and not that anyone’s necessarily wondering, but … it didn’t work. Nothing does the first time you try it. I just don’t want to rule out the possibility that someone, somewhere has better culinary instincts than I do. Far-fetched as that might seem.

I’m not being sarcastic. I’m being immodest. Barbecued pasta is the best idea ever. It just doesn’t work. Key word (only I didn’t say it yet): yet.

And I might yet be the best comedienne ever, even though my first-ever joke kinda shat the bed.

Take the small bright dots that sunlight leaves on a countertop, slanting through the kitchen window, then through a cheese grater, still somewhat carroty from last night’s salad. You see? Those dots, those slanty, imperfect rows and columns. Why do people still sometimes believe in things?

That’s a stupid question. Let me rephrase it: why would anyone wash their dishes at night when they could leave them ’til morning? When the circus of sunlight filtering through a carrot-crusted cheese grater might change the color of your day …

Or turn you into a poet. (Yet.)

Well, for starters, since answering my own rhetorical questions seems to be one of my specialties, maybe your kitchen window faces west. Or north. Life is hard. I could be terrified right now. Instead, I am casually digesting my lunch, which is pretty easy work considering I spilled all but about two spoonfuls of it all over my shirt, lap, and bare feet. Green salsa, homemade chicken soup … I give new meaning to the phrase, "Dinner’s on me!"

Grandma Leone baked the meat for her meat sauce in the oven. I’m not a cook (yet), but I guess that’s how you do it. Key word: you. You bake the pork bones, the oxtails, the ribs, whatever, transfer it grease and all to a sauce pan, garlic, tomatoes, and leave ‘er be.

That’s what you do. I do the same thing, only I cook the meat in a wood stove with smoldering applewood. And that’s how to make spaghetti-cue. Which doesn’t work.

But don’t forget that barbecued eggs didn’t work either until the fourth or fifth try, and now they are generally considered (by four or five people) to be the best thing since cinnamon-swirl raisin bread.

I’m not being immodest. I’m just spinning you in circles. After we pick up speed, I’m going to let go and you’ll be on your own, sailing over tent tops and parked cars, every bit as dizzy as me.

———————————————————————————-

My new favorite restaurant is La Piñata. There are six of them around the Bay Area, but the one I’ve been to is in Alameda. Sockywonk’s been talking this place up for a long time. Chicken soup, she says. Guacamole. We got both those things. And carnitas, beans, rice, tortillas, and of course plenty of fresh, warm tortilla chips and salsa. All good. But the soup … the broth really was something special. I might have dreamed it, but I think there was a tall frosty glass of fresh-squeezed limeade somewhere in the picture, too.

LA PIÑATA

1440 Park, Alameda

(510) 769-9110

Daily, 7 a.m.–3 a.m.

Full bar

MC/V/AE/DISC

PETA vs. Gore

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› news@sfbg.com

GREEN CITY Al Gore’s 2006 Oscar-winning documentary An Inconvenient Truth invigorated the global warming debate, and the environmental movement owes him a great deal of appreciation. After all, they don’t just give away the Nobel Peace Prize like samples of teriyaki chicken at Costco.

Yet some activists point to a gaping hole in Gore’s strategy to prevent climate change through lifestyle change: where’s the meat? For more than a year, People for the Ethical Treatment of Animals has hassled Gore to set an example by not eating animal flesh, and more important, to use his group, the Alliance for Climate Protection, to explain that vegetarianism is an important tactic in the fight against global warming.

PETA has the facts to back up its case. In 2006, the United Nations released a 400-page report concluding that global greenhouse gas emissions — which include carbon dioxide, methane, and nitrogen dioxide, among others — from livestock production surpass emissions from all cars and trucks combined. That same year, the University of Chicago released a study saying that converting to an entirely plant-based diet lessens one’s own ecological footprint about 40 percent more than switching from an average American car to a Toyota Prius.

Of course, changing to a hybrid doesn’t prevent anyone from getting to where they want to go — which, for most people, includes the butcher shop.

Last March, PETA began its campaign with a polite invitation asking Gore to try meatless fried chicken. When it received no response, the campaign turned to tougher tactics. The animal advocacy group created a billboard depicting a chubby caricature of Gore munching on a drumstick, alongside the words "Too chicken to go vegetarian? Meat is the No. 1 cause of global warming." PETA has been buying space for the ad near the sites of Gore’s speaking engagements, and periodically sends letters asking him to address the issue.

Perhaps the issue strikes too close to home. Gore spent much of his childhood on his father’s cattle ranch in Carthage, Tenn. At his father’s memorial service in 1998, Gore remembered the ranch as a positive influence as a young boy. He explained how he learned to "clear three acres of heavily wooded forest with a double-bladed axe" and "deliver a newborn calf when its mother was having trouble."

Yet PETA notes that the clearing of forests has left 30 percent of the earth’s dry surface dedicated to livestock production, and that cattle farts and manure alone are responsible for more greenhouse emissions than cars.

According to the Alliance for Climate Protection, it’s not Gore’s responsibility to address the issue: "There are a lot of top 10 lists about personal behavior, about people monitoring their own involvement," said group spokesperson Brian Hardwick. "We recognize that there are many causes to climate change and causes of global warming. But we don’t think it’s our job to hone in on every detail."

Meat appears to be a glaring omission on the group’s Web site, which includes lengthy lists of ways people can help prevent global warming, including everything from keeping car tires full to changing incandescent light bulbs to energy-saving compact fluorescents. But the group doesn’t suggest anything drastic. They don’t ask people to stop driving; rather, they ask people to drive less by carpooling or walking. Neither do they ask people to stop using central heating at home; instead they ask people to remember to not run the heating when they’re gone.

Hardwick says this moderate approach is about building a movement, and indeed, they now claim 1.1 million supporters. "Our movement is designed to be inviting to people of all walks of life," he said. "Our emphasis in our campaign is that we want people to join together and demand solutions from our leaders."

PETA, which typically takes a vegan-or-nothing approach, has recognized the Alliance for Climate Protection’s strategy and isn’t asking the group to adopt an anti-meat stance. According to spokesperson Nicole Matthews, PETA would be content with a recommendation to eat less meat.

"If people reduce or eliminate their meat consumption, of course it would help reduce that household’s emissions — and certainly [help] the aggregate change as well," Hardwick admits. But, he was quick to add, "Eating less meat is good; changing laws is better."

After the ruins

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› a&eletters@sfbg.com

ESSAY In a journal entry dated Dec. 27, 1835, from his 1840 book Two Years before the Mast, student-turned-seafarer Richard Henry Dana recorded his first impressions of the area we know as the City, while his ship, The Alert, traveled through the Golden Gate:

We passed directly under the high cliff on which the presidio is built … from whence we could see large and beautifully wooded islands and the mouths of several small rivers … hundreds of red deer, and [a] stag, with his high branching antlers, were bounding about, looking at us for a moment and then starting off …

Dana arrived in the Bay Area after one era had ended and before another began. Until the coming of the Spaniards a generation earlier, some 10,000 people, members of around 40 separate tribes, lived between Big Sur and San Francisco, in the densest Native American population north of Mexico. Despite the existence among them of as many as 12 different languages, the people collectively referred to now as the Ohlone lived in relative peace for some 4,500 years.

On his first visit, Dana predicted that the Bay Area would be at the center of California’s prosperity. When he returned more than 30 years later in 1868, he discovered that his hotel was built on landfill that had been dumped where The Alert first landed.

Then in middle age, Dana wrote, "The past was real. The present all about me was unreal." Making his way through the crowded streets where the new city he’d predicted was being built, he remarked, "[I] seemed to myself like one who moved in ‘worlds not realized.’" Thus Dana became one of the first to articulate the peculiar San Franciscan combination of nostalgia for a lost past and despair over an unrealized future.

The past and future are always alive here. On his first visit, Dana wrote in his notebook about the great city to come. But like many residents of SF today, he slept on the cold, hard ground.

In George Stewart’s 1949 science fiction classic Earth Abides, a mysterious disease has killed 99 percent of the Earth’s population; the main character, Ish, roams the City and East Bay until he finds a wife. Stewart’s book ends in a Twilight Zone scenario, as an old, feeble Ish — now the last living pre-plague American — watches in dismay while his illiterate offspring hunt and frolic like the Ohlone, wearing animal skins and fashioning arrowheads from bottle caps.

After a wildfire, Ish notices that a library has been spared. All the information is still in there, he thinks. "But available to whom?"

Perhaps the knowledge Ish once begged his children to learn can be found in 1970’s The Last Whole Earth Catalog. Its 450-plus yellowing Road Atlas–size pages contain terse recommendations of publications about plant identification, organic gardens, windmills, vegetable dyes, edible mushrooms, goat husbandry, and childbirth, while also sharing the fundamentals of yoga, rock climbing, making music with computers, space colonization, and — of course! — the teachings of Buckminster Fuller.

The initial Whole Earth Catalog sought to reconcile Americans’ love of nature and technology. In Counterculture Green: The Whole Earth Catalog and American Environmentalism (University Press of Kansas, 303 pages, $34.95), author Andrew Kirk credits its creator, Stewart Brand, with bringing a sense of optimism to environmentalism. A character in Tom Wolfe’s 1968 Electric Kool-Aid Acid Test, Brand embodied the cultural intersection of acid and Apple at mid-1960s Stanford University. Kirk examines Brand’s 1965 "America Needs Indians" festival, his three-day Trips Festival in 1966, and his time riding the bus as one of Ken Kesey’s Merry Pranksters.

Counterculture Green correctly suggests that Brand’s utopian lifestyle has a hold on our imagination. But Brand was a leader of the counterculture, not a revolutionary. He believed that the market economy, not political change, would usher in a better world. While today’s market — at the behest of individuals — has started to demand renewable energy or sustainable growth, it also has brought us the SUV, suburban sprawl, and the highest fuel prices in history. Apple may empower the individual — or want consumers to believe it does — but at 29, Silicon Valley has the highest concentration of Superfund sites in the country.

Brand deserves credit for intuiting the peculiar "machine in the garden" Bay Area we live in today, a place perhaps more "California Über Alles" than utopian. It’s far from the postmarket SF envisioned in Ernest Callenbach’s 1975 novel Ecotopia, which is set in 1999, nearly 20 years after Northern California, Oregon, and Washington have seceded from the United States to form the titular nation. A colleague of Brand’s, Callenbach bases his society on ideas from the Whole Earth Catalog, but for one major difference — Ecotopia comes into being not through the free market but through an environmental revolution. (I won’t spoil it, but here’s a hint: it starts in Bolinas!)

While Callenbach’s future sometimes resembles a mixture of the Haight Street Fair and Critical Mass, there are twists. Ancient creeks have been unearthed, and on Market Street there is a "charming series of little falls, with water gurgling and splashing, and channels lined with rocks, trees, bamboos and ferns." Ecotopians have instituted a 20-hour work week that involves dismantling dystopian relics such as gas stations. There is a surplus of food produced close to home. Materials that do not decompose are no longer used. This new world is no wilderness — it reconciles civilization and nature. Yet perhaps its most radical idea is that humans can create a utopia without help from a plague, apocalyptic war, or earthquake.

The 1906 San Francisco earthquake leveled 4.7 square miles — or 508 city blocks. It destroyed 28,188 structures, including City Hall, the Hall of Justice, the Hall of Records, the County Jail, the Main Library, five police stations, and more than 40 schools. Yet strangely, many apocalyptic tomes — including recent ones such as the speculative nonfiction best-seller The World Without Us and the born-again Christian Left Behind series — are reluctant to imagine a totally destroyed San Francisco.

In contrast, Chris Carlsson’s 2004 utopian novel, After the Deluge (Full Enjoyment Books, 288 page, $13.95), suggests the City is at its most charming when at least partially in ruins, like the old cities of Europe. In Carlsson’s post-economic SF of 2157, rising sea levels from global warming submerge much of the Financial District, yet the City adapts by serving old skyscrapers — now converted into housing — with a network of canals.

After the Deluge‘s vision of reduced work, free bikes, and creeks unearthed from beneath streets borrows from Callenbach’s Ecotopia. Yet Carlsson seems to have his most fun imagining a city transformed by ruins: take a subtle comment on the Federal Building at Seventh and Market streets. In Carlsson’s map of SF circa 2157, the monstrosity that some call the Death Star is simply labeled "The Ruins."

Similarly, the photographs in After the Ruins 1906 and 2006: Rephotographing the San Francisco Earthquake and Fire (University of California Press, 134 pages, $24.95) appear to delight in the City’s impermanence. Mark Klett presents famous images of the smoldering city in 1906 alongside carefully shot contemporary photographs from the same vantage points. Cleverly, these images are arranged in a manner that suggests the ruins aren’t just the past but also an inevitable future.

The aftermaths of SF’s earthquakes are often described in utopian terms, as if cracks in the landscape revealed the possibility of a better world. In After the Ruins, a 1906 quake survivor remembers cooperation not seen since the days of the Ohlone:

A spirit of good nature and helpfulness prevailed and cheerfulness was common. The old and feeble were tenderly aided. Food was voluntarily divided. No one richer, none poorer than his fellow man.

In an essay accompanying After the Ruins, Rebecca Solnit recollects the 1989 earthquake similarly:

The night of the quake, the liquor store across the street held a small barbecue … I talked to the neighbors. I walked around and visited people. That night the powerless city lay for the first time in many years under a sky whose stars weren’t drowned out by electric lights.

Greta Snider’s classic early ’90s punk and bike zine Mudflap tells of a utopia for bicyclists created by the 1989 Loma Prieta quake. Until torn down, a closed-off section of damaged Interstate 280 became a bike superhighway where one could ride above the City without fear of cars. Earthquakes are seen to have utopian potential in SF, because, like protests or Critical Mass, they stop traffic. In 1991, Gulf War protestors stormed the Bay Bridge, shutting down traffic on the span for the first time since the 1989 quake. Perhaps in tribute to the utopian possibilities of both events, William Gibson’s 1993 book Virtual Light imagines a postquake-damaged Bay Bridge as a home for squatter shanties and black market stalls.

Carlsson’s new nonfiction book, Nowtopia (AK Press, 288 pages, $18.95), explores new communities springing up in the margins of capitalist society. Subtitled How Pirate Programmers, Outlaw Bicyclists, and Vacant-Lot Gardeners Are Inventing the Future Today, it looks for seeds of post-economic utopia in places such as the SF Bike Kitchen and the Open Source software movement. According to Carlsson, these communities "manifest the efforts of humans to transcend their lives as wage-slaves. They embrace a culture that rejects the market, money, and business. Engaging in technology in creative and experimental ways, the Nowtopians are involved in a guerilla war over the direction of society."

A founder of Critical Mass, Carlsson praises the biofuels movement and bicycle culture for promoting self-sufficiency through tools. With its optimism and endorsement of technology, Nowtopia occasionally evokes the Whole Earth Catalog. Yet unlike Brand’s tome, it focuses on class and how people perform work in today’s society. Carlsson finds that in their yearning for community, people will gladly perform hours of unpaid labor on behalf of something they love that they believe betters the world.

Within today’s SF, Carlsson cites Alemany Farm as an example of nowtopia. Volunteers took over an abandoned SF League of Urban Gardeners (SLUG) farm next to the Alemany Projects, farming it for several years before the City gave them official permission. "Instead of traditional political forms like unions or parties, people are coming together in practical projects," Carlsson writes. "They aren’t waiting for an institutional change from on-high, but are getting on with building the new world in the shell of the old."

Ironically, the only literature that truly envisions the complete destruction of large areas of the City are the postwar plans of the San Francisco Redevelopment Agency. In 1956, it began the first of two projects in the Fillmore, slashing the neighborhood in two with a widened Geary Boulevard and demolishing over 60 square blocks of housing. Some 17,500 African American and Japanese American people saw their homes bulldozed.

With their dreams of "urban renewal," the heads of SF-based corporate giants such as Standard Oil, Bechtel, Del Monte, Southern Pacific, Wells Fargo, and Bank of America reimagined the City as a utopia for big business. The language of a Wells Fargo report from the ’60s evokes the notebooks of Dana: "Geographically, San Francisco is a natural gateway for this country’s ocean-going and airborne commerce with the Pacific area nations." Likewise, Prologue for Action, a 1966 report from the San Francisco Planning and Urban Renewal Association, might have been written by dystopian visionary Philip K. Dick:

If SF decides to compete effectively with other cities for new "clean" industries and new corporate power, its population will move closer to "standard White Anglo-Saxon Protestant" characteristics. As automation increases the need for unskilled labor will decrease…. The population will tend to range from lower middle-class through upper-class…. Selection of a population’s composition might be undemocratic. Influence on it, however, is legal and desirable.

This dream of turning San Francisco into a perfect world for business required that much of the existing city be destroyed. First, the colorful Produce District along the waterfront was removed in 1959, its warmth and human buzz replaced by the four identical modern hulks of the Embarcadero Center. Beginning in 1966, some 87 acres of land south of Market — including 4,000 housing units — were bulldozed to make way for office blocks, luxury hotels, and the Moscone Center.

The dark logic of the Redevelopment Agency’s plans are projected into the future in the profoundly bleak science fiction of Richard Paul Russo’s Carlucci series from the ’90s. Russo’s books are set in a 21st-century SF entirely segregated by class and health. The Tenderloin is walled off into an area where drug-addicted and diseased residents kill each other or await death from AIDS or worse. Access to all neighborhoods is restricted and even the series’ hero, stereotypical good cop Frank Carlucci, submits to a full body search in order to enter the Financial District because he lacks the necessary chip implant to be waved through checkpoints.

Russo’s nightmares have their real side today, and many dreams found in Ecotopia and the Whole Earth Catalog — composting, recycling, widespread bicycling, urban gardening, free access to information via the Internet, Green building design — have also come to pass. (There is even a growing movement to unearth creeks like the Hayes River, which runs under City Hall.) Pat Murphy’s 1989 novel, The City Not Long After, imagines these opposing visions of the city will continue even after a plague wipes out all but one-thousandth of SF’s population. In Murphy’s book, those still alive turn the City into a backdrop for elaborate art projects, weaving ribbon and lace from Macy’s across downtown streets and painting the Golden Gate Bridge blue. This artists’ utopia is threatened when an army of survivors from Sacramento marches into SF. But the last forces of America, unlike the dot-com invaders of the ’90s, prove no match for the artists, who use direct action tactics and magic to rout Sacramento in an epic showdown at Civic Center Plaza.

In Carlsson’s After the Deluge, several people enter a bar called New Spec’s on Fulton Street. The walls are covered with old SF ephemera. One character explains to Eric, a newcomer, "Its all about nostalgia, a false nostalgia." Was the City a better place before the war, before the earthquakes, or before it was even the City? So many utopian visions of the future evoke a simpler past that one wonders if believing in one is the same as longing for the other. It’s a question that would make sense, once again, to Philip K. Dick.

Perhaps no fiction about a future SF captures utopian yearning as well as Dick’s decidedly dystopian works, because his stories, though full of futuristic gadgets, are really about the ways human characters relate to them. Do Androids Dream of Electric Sheep? (1968) is set in a radically depopulated postwar SF of 2021. The air is filled with radioactive dust and the streets are hauntingly empty as humans race to colonize Mars. Main character Rick Deckard is a bounty hunter assigned to "retire" humanlike androids, yet he’s mostly concerned about his electric sheep. Because there are almost no animals left on Earth, owning a fake one helps a striver like Deckard keep up appearances.

In 1962’s The Man in the High Castle, Dick imagines life in SF after the Nazis and Japanese have won World War II. Nostalgia haunts this story, too. Protagonist R. Childan makes his living selling rare prewar Americana to rich Japanese collectors. Not much has changed in this alternate SF, though. Market Street is still a place of "shooting galleries [and] cheap nightclubs with photos of middle-aged blondes holding their nipples between their wrinkled fingers and leering." While most utopian futures look to the past, Dick’s dystopian futures are all eerily about the present.

So how does Mr. Childan deal with the pain of living in a world where Nazis have won the war? How else? "To inspire himself, he lit up a marijuana cigarette," Dick writes, "excellent Land-O-Smiles brand."

Erick Lyle is the editor of Scam magazine. His book, On the Lower Frequencies: A Secret History of the City, is out now on Soft Skull Press.

NOWTOPIA BOOK RELEASE PARTY

Wed/9, 7:30 p.m.; $20 suggested donation (includes book, reading/discussion, and contribution to site)

CounterPULSE

1310 Mission, SF

(415) 626-2060

“No Borders, No Limits: 1960s Nikkatsu Action Cinema”

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PREVIEW In 1960s Japan, Nikkatsu meant a new kind of action. Promotional materials for the studio even spelled "action" in katakana, the syllabary used for borrowed foreign words. Indeed, the studio’s super-stylized films — only a smattering of which are showcased in this all too brief series presented by Yerba Buena Center for the Arts and Outcast Cinema — reflected many of the postwar period’s cultural sea changes. Played by an exclusive line of marquee names including boyish rake Watari Tetsuya and the chipmunk-countenanced Joe Shishido, Nikkatsu’s lone wolves and hit men hang out at rock and jazz clubs, drive hotwired foreign cars, get in brawls with white devil sailors, and possess the kind of smoldering cool that Elmore Leonard thinks he copyrighted. Similarly, directors such as Toshio Masuda, Takashi Nomura, and the better-known Suzuki Seijun developed a kinetic visual style that cribbed from Jean-Luc Godard, Sergio Leone, and Frank Tashlin in equal measure (Suzuki’s extreme stylistic bravura eventually got him canned). It’s the first two directors who merit closer looks. Nomura’s awesomely titled A Colt Is My Passport (1967) stars Shishido as a sniper on the lam, and its finale — both desolate and explosive — tops any spaghetti western’s final showdown. Shishido makes another appearance in Masuda’s The Velvet Hustler (1967), this time sporting a creepy Chaplin-stache. His quarry is Goro (Tetsuya), a Tokyo hit man and all around playboy who is forced to lay low in the international port city of Kobe after a botched job and becomes the city’s slacker underworld kingpin. But even a poor little rich girl (the perfectly coy Ruriko Asaoka) from the capital can’t hold Goro’s fickle attentions for long. In Nikkatsu action, it’s a man’s world. Dames come and go, but these boys only have eyes (and silent tears) for their fallen brothers in crime.

"NO BORDERS, NO LIMITS: 1960S NIKKATSU ACTION CINEMA" Thurs/10–Sun/13, $6–$8. See Rep Clock for schedule. Yerba Buena Center for the Arts, 701 Mission, SF. (415) 978-2787, www.ybca.org

Does the climate need more PR?

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comingsoon2.jpg

Al Gore is spending $300 million on ads to tell us some more about climate change and what we can do. It’s called “we.” Doesn’t that sound like fun?

Actually, does anyone else find this a little insulting and/or disturbing? Who hasn’t gotten the message? Wasn’t An Inconvenient Truth a big, giant ad for how fucked we are?

We get it! Why spend three years and $300 million to tell us some more about global warming? The mainstream media appears to have stopped calling the climate change nay-sayers. Global warming is now an acceptable dinner party topic, not something your partner rants at you for ranting about in public. It’s even transcended traditional party lines, but Al Gore’s group, Alliance for Climate Protection, is still pulling together a huge chunk of change to inundate us with advertising.

Three hundred million bucks could buy solar panels for 3,000 buildings the size of the Guardian’s, or 15,000 average homes. For $300 million Al Gore could identify the 13,200 longest commuters in the country and buy them all Honda Civic hybrids. He could set up a microloan-style fund for lower and middle-income people who really want to change their ways but just can’t afford it. They could apply for financing for solar panels, better insulation for their homes, new cars, more efficient water heaters, whatever it is they’ve identified in their lives that they could change if they could just friggin’ afford it.

The Washington Post runs down more details of the program, which seems aimed at riling the masses and asking them to harass their elected officials. According to the Post: “This climate crisis is so interwoven with habits and patterns that are so entrenched, the elected officials in both parties are going to be timid about enacting the bold changes that are needed until there is a change in the public’s sense of urgency in addressing this crisis,” Gore said. “I’ve tried everything else I know to try. The way to solve this crisis is to change the way the public thinks about it.”

BTW, for anyone who can’t wait for the ads, or hasn’t seen the movie it’s screening at the San Francisco Public Library as part of their Environmental Film Festival.

The deets:

Thursday, April 24, Noon
An Inconvenient Truth (2006, 96 min.)
Koret Auditorium, Lower Level
Main Library, 100 Larkin Street (at Grove)

All films are shown with captions when possible to assist our deaf
and hard of hearing.
All programs at the Library are free.

The price of gold

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› news@sfbg.com

Five years ago, the overseers of San Francisco’s iconic Golden Gate Bridge were facing a $454 million budget deficit. That figure was larger than the gross domestic products of East Timor, the west African country of Gambia, and the Independent State of Samoa.

Investigative reporter Thomas Peele of the Contra Costa Times decided to try and figure out how a bridge in the United States could amass a funding shortfall that dwarfed the economic output of entire nations. For one, he reported in a 2002 story, the Golden Gate Bridge, Highway, and Transportation District used money from the tolls paid by motorists to bankroll an expensive transit system that includes a network of buses in Marin County and a fleet of ferry boats that collectively cost millions per year to operate.

Peele also discovered that the bridge’s 19-person board of directors, some members of which live far from the Bay Area, spent more than $56,000 over a two-year period just to cover trips — including meals, rental cars, and hotels — to regular meetings at the Golden Gate’s administrative offices in San Francisco.

The embarrassed district promised reforms and vowed to get its economic house in order.

But five years later, we’ve learned, very little has changed.

The district touts its substantial cuts in overhead, insisting everything possible has been done to avoid raising the toll on motorists. But the Golden Gate Bridge District’s financial problems aren’t going away — and the only solution the administration can come up with is perpetual toll increases.

Even that answer poses huge problems. The bridge doesn’t expect that the actual volume of toll-paying motorists, or the ridership on its buses and ferries, will rise in the near future at the same pace as its expenses, which are largely consumed by employee salaries, benefits, and other perks that the district’s hundreds of workers, including its board members, enjoy.

Public records show today that the district pays for health insurance for 14 of the (very) part-time directors. Last year alone, that insurance combined cost $48,000 — even though several of the board members, including two mayors and four county supervisors, are already eligible for insurance coverage in their home counties.

The bridge district’s projections show vast deficits stretching off into the next decade — and if the problem isn’t solved, a public transit system will be at risk. Riders, among them a high number of business commuters, make 9.4 million annual trips on Golden Gate’s transit system. If the fiscal mess continues unabated, the board will either have to hike tolls to larger numbers ($10, $15, $20?) or start cutting back on the buses and ferries.

The only alternative, says Golden Gate board member and San Francisco supervisor Gerardo Sandoval, may be to ask state lawmakers for the right to change the district’s charter so it can raise money a different way, such as through sales or parcel taxes.

But many of the board members, who benefit from the lucrative sinecure and the power of this bureaucracy, don’t want to take that risk. "Their fear is that if they go to Sacramento, no one’s going to ask them their opinion," Sandoval told us. "The end result is going to be some legislation that significantly changes the way the bridge is run."

BUY A BIB, SAVE A BRIDGE


Bridge officials say the projected deficit was a lot worse five years ago, before they instituted cost-cutting measures. The biggest cuts came in the form of eliminating nearly 200 positions, about a fifth of the workforce. The district also instituted a hiring freeze and forced workers to negotiate wage rollbacks and share more of the costs of their medical coverage.

Bus services from the district’s fleet of 200 were reduced by 22 percent in March and November of 2003, and taking a bus from Marin to San Francisco now costs 34 percent more than it did five years ago. The weekday fare for a ferry from Larkspur to San Francisco was raised a whopping 118 percent, and available ferry seats were reduced 23 percent by cutting trips. It can cost between $7 and $8 one-way to ride Golden Gate’s ferries and buses today.

But over the next five years, the district still anticipates its deficit will reach $91 million.

So after raising the toll five years ago, bridge officials want to do so again as soon as September. Motorists would pay $6 in cash, $5 if using a FasTrak prepaid device, and $3 instead of $1.50 for disabled drivers.

"It seems pretty clear that the [bridge’s] staff is driving the board of directors, and not the other way around, toward infinite toll increases," Sandoval said. "It’s a ludicrous idea, but that’s the only one they have right now."

Earnest bridge staffers point out in reports prepared for the public that they’ve implemented "revenue enhancements," such as putting out a donation box for visitors who might be willing to give up some pocket change and creating special sales programs at the gift shop.

Online trinkets for sale have even been expanded. At Goldengate.org you can purchase a piece of the bridge’s original cable for $175 or an $8 baby bib that reads "Golden Gate Bridge: Big, Strong and Awesome, Just Like My Dad."

But that’s not going to add up to $91 million.

Meanwhile, the anticipated deficit doesn’t even include capital projects like the nearly $185 million the district wants to spend overhauling and replacing its buses and ferries, or the $36 million it hopes to spend over the next 10 years deterring suicides, which are perhaps the second best-known feature of the Golden Gate Bridge after its aesthetic beauty.

And, of course, the bridge constantly needs repainting, thanks to the wind and salt air. "There’s more [required] maintenance on the Golden Gate Bridge than any other bridge in the country because of where it’s at…. It has to be looked after everyday by a crew of ironworkers and painters and whatever else is needed," said board president John Moylan.

The district’s largest operating expense involves paying the remaining 836 full- and part-time workers at the bridge and granting them fringe benefits like insurance coverage and supplemental pensions. This year alone salaries and benefits will cost about $100 million.

THE RED INK MOUNTS


About 60 percent of the district’s budget goes toward keeping its ferries and buses running, but key performance measures show that Golden Gate’s transit system does poorly in three crucial areas, including cost efficiency and effectiveness. When compared with national averages, Golden Gate Transit has one of the top five highest operating costs per "vehicle revenue mile" — a barometer of efficiency — out of the 150 largest transit agencies nationwide, making it more inefficient than BART, AC Transit in Alameda County, and the transportation authorities in Santa Clara and San Mateo counties, according to 2005 figures maintained by the federal Department of Transportation.

It’s common for transit systems to rely on government subsidies, and few environmentalists have sympathy for drivers who whine about toll increases from the comfortable interiors of their automobiles. Mass transit is the future of urban living.

"The Golden Gate Bridge may not be as efficient as other comparable systems," Sandoval said, "but if we abandon the investment we have made in mass transportation, it will really leave us with poor options in the years to come."

Alan Zahradnik, Golden Gate’s director of planning, adds that the bridge’s buses and ferries are dissimilar to other transit systems around the country because they tend to carry fewer commuter passengers over greater distances mostly during peak hours compared to transportation authorities like San Francisco’s Muni and AC Transit.

"It’s more expensive to provide suburban, fixed-route transportation," Zahradnik said.

Nonetheless, without an increase in the toll for motorists, the bridge expects to sustain annual deficits for each of the next 10 years until the red ink reaches $290 million.

So it would seem that if the district is asking everyone to tighten their belts, its board of directors should probably do the same. The extraordinarily large 19-member Golden Gate board contains more than twice as many directors as the seven-member board that oversees Muni’s trains and buses and the nine-member board that governs BART.

That’s a throwback to history. When the bridge district formed in 1928, several counties north and south of the span were asked to participate in the $35 million bond issue required to construct a road across the Golden Gate, and although the bonds were paid off decades ago, each of those counties still receives representation on the board.

"There have been attempts to topple the bridge district in the past, but they’re so hard-wired, it’s been impossible," said Susan Deluxe, a Tiburon resident and long-time critic of the district.

The list includes two counties located far to the north, Mendocino and Del Norte — the latter bordering Oregon. But the board’s structure hasn’t been tinkered with since its formation.

When asked whether the far-flung board has outlived its usefulness, the representative from Del Norte County, Gerald Cochran, explained that the distant jurisdictions help diminish tension between the representatives from San Francisco and Marin, who frequently argue over who should contribute more to maintain the bridge. Besides, he said, Del Norte stepped up to help make the Golden Gate Bridge happen in the first place.

"It’s not what we do today," Cochran said, "it’s what we did 75 years ago to get this bridge built. We make our contributions."

The travel expenses of the two directors representing Del Norte and Mendocino counties were the highest board-meeting travel costs he found back when Peele first reported on the board’s budget — $42,404 to cover trips from their home counties to San Francisco for regular board meetings over two years.

In 2002, bridge officials told the public that the district’s top-heavy administration would spend less along with everyone else to save money. The newest $6 toll was proposed "with the understanding that staff will continue to focus on finding internal cost savings," one staff report promised.

But that’s not exactly what new numbers we obtained from the district through a public records request show. Transporting distant directors to district meetings over the past two years cost more than $54,000.

Exasperated district staffers respond that travel for board members to conferences around the globe has already been trimmed and the number of regular meetings they hold in San Francisco were cut to save on the $50 stipends board members traditionally earned per meeting for serving.

A HEALTHY PERK


A majority of the directors receive health insurance coverage from the district, either Blue Shield or Kaiser — a perk that few other part-time boards in the state offer. Last year, that cost $48,000.

But many of the directors already receive coverage from plans in their home counties. The bridge paid $1,200 last year to cover Mike Kerns; he is also a Sonoma County supervisor, where he’s on a second plan that includes life, dental, vision, and health coverage — and costs taxpayers there about $63,000 annually, the clerk of Sonoma County’s board told us. Kerns was on vacation when we called his office at press time.

Board member Albert Boro receives health insurance through the bridge, but taxpayers in San Rafael, where he’s the mayor, pay an additional $19,000 annually to cover him there, according to figures provided by San Rafael’s city manager.

But Boro told the Guardian that the bridge coverage is "secondary and it’s only utilized when my primary doesn’t cover something…. It’s not a premium in the sense that it might be through the city [of San Rafael]."

Three San Francisco supervisors participate in the plan offered here for county employees, which annually costs taxpayers approximately $10,500 per person, according to the controller’s office. But the bridge also covers those individuals. The list includes Tom Ammiano, Jake McGoldrick, and Gerardo Sandoval and costs a total of $14,000 to cover all three of them, according to district numbers we requested.

Ammiano said the benefit could be done away with if it truly became a burden on the bridge’s budget. "That would take the will of the board," he said. "[Doing away with it is] not something I would be against, but I can only speak for myself."

Board director Bevan Dufty, also a San Francisco supervisor, declined to sign up for the coverage when he joined the bridge’s board in 2005.

"I had insurance and it seemed duplicative to me … I meet with people every day who don’t have insurance from all walks of life and so I felt fortunate," Dufty said.

Only about 12 percent of the 450 or so special districts that responded to a survey two years ago asking about health coverage said they offered such benefits to their directors or trustees, according to Neil McCormick, head of the California Special Districts Association. The group represents around 900 waste management, utility, fire, and recreation districts across the state. The Golden Gate district is not a member.

The real problem here is that after the district retired its bond debt in 1971, it never came up with an adequate revenue source to cover all of its operating or capital costs. Bridge officials never sought from state lawmakers a mechanism, for instance, to borrow money at a fixed rate, like school districts do.

So what will the bridge do in five more years? Nobody seems to know. According to San Francisco board member Janet Reilly, "That’s the $64,000 question…. There’s only so much toll tolerance among drivers."

Careers & Ed: Pedalheads

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› culture@sfbg.com

For many of us, reminiscing to the warm spring days of childhood can be a tour adorned with dreamy bike rides through old neighborhoods or feverish races in back lot trails. But at some point, sadly, those plywood jumps crumbled, the mudholes dried up, our skinned knees healed, and ultimately, we bought cars and began our lifelong battles for parking. Well, at least some of us did. Others, such as the Oakland-based founders of Broakland Bicycles — Jason Grove, Jason Montano, and Steve Radonich — made biking their passion, zipping past the norm and into the bipedal future of urban transportation.

Handmade in Oakland, Broakland bicycles are fixed-gear bikes professionally designed to be sold for both the track and for everyday commutes. Reviving the triple-triangle frame made famous by GT Bicycles, the boys at Broakland have unleashed a uniquely Bay Area flavor of bike, complete with custom paint jobs by local graffiti artists. The old-school style and unquestionable quality of the work entrusted into these bikes dial them into that nexus where "great" separates itself from "good." But what really makes these cycles so special is the way the three unique personalities of Broakland’s classically East Bay designers shine through in their finished product.

BIKES BY THE NUMBERS


Jason Montano, also owner and chief mechanic of upbeat Oakland bike shop Montano Velo, is the numbers guy. He tweaks the fork rakes, offsets, bottom bracket drops, head angles, and seat angles, even if you don’t know what those things are. He hasn’t owned a car in eight years.

He’s as unlikely to be behind the wheel of a car as he is behind a desk. He’s more likely to be out riding his beauties or working on bikes at the shop. He admits that he doesn’t fit the classic model of a businessowner. "I don’t wear a suit," he said. "I am who I am. But if I couldn’t live doing what I’m doing, I wouldn’t do it."

So far, so good. The shop’s been open for four years and is doing well. And the Broakland line, unveiled a little over a year ago, has been garnering great reviews.

BIKE BUILDING AS SCIENCE


The ridiculously talented craftsman of the Broakland crew is Jason Grove, who is also the man behind Emeryville’s El Camino Fabrications. A welder who developed and refined his skills at the Seattle aerospace juggernaut Boeing, and he’s been building bikes for almost 18 years. Armed with his TIG welder, Jason prudently fashions the Broakland frames from high-grade aluminum and titanium tubing, utilizing a technique that fills the tubes with argon during welds to ensure extra durability and a longer shelf life.

His solar-powered shop, which doubles as his studio apartment, is impressively clean. He claims that clean air helps the welds gel. Confucians claim that a clean house creates good energies that help the mind think. In that vein, Grove prides himself on putting good energy into his product. "It’s all about good karma," he said. "And I think that goes into these bikes and makes them better for it."

THE ART OF THE BICYCLE


Broakland’s jack-of-all-trades is Steven "Stevie" Radonich. He’s the energetic hype man who makes sure that the bikes are as stylish as they are functional. Stevie, rider and art consultant for Broakland, has brought in East Bay graffiti artists Soul from the TDK crew and widely-known Goser to create custom paint jobs for these rides. Sleek marble, quintessential custom flame paint jobs, or graffiti-style lettering topped off with a beautiful finish elevate these high-end bikes beyond transportation or sport: they ascend into the realm of art.

THE PRODUCT


The prices on these masterpieces start with the Street Fighter model, a traditional track bike that runs about $1,350, including a base paint job. Things get pricier as you continue to trick them out. In the past, naysayers argued that spending so much moolah on a street bike is a fool’s errand for gearheads and overgrown kids whose cash burns a hole in their messenger bags. But that was before gas hit $4 a gallon. Now it makes as much sense to shell out for a bike you love as it ever did to do the same for a car.

And these designers are making sure their products are worth it. "Our bikes have to live up to our standards," Montano said. "If we build a bike we like to ride, then other people will like to ride them too."

The Broakland crew unveiled their first design in San Jose just over a year ago at the 2007 North American Handmade Bicycle Show, the four-year-old exhibition of the nation’s top designers and bikemakers. In February, the Broakland crew set up a display, including the cream-and-magenta-marbled Meat Wagon, now on exhibit in the window of Montano Velo, at the 2008 NAHBS in Portland, Ore.

When asked what these bikes mean to him, Jason Grove just laughed. "It’s nice having a solid ride."

Check out Broakland’s designs or pick up some gear at Montano Velo, 4266 Piedmont Ave., Oakl., (510) 654-8356, or at www.myspace.com/broaklandbicycles

Clubs: Lady Tigra’s a switchblade uzi

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Amazing and vivacious electro-kitty Lady Tigra takes over Cafe Du Nord tonite. Look out! She’s “always got her foot firmly planted up asses”: (Watch those little spoons, kids)

Lady Tigra, “Bass on the Bottom”

I’ve been cel-chasing her all over town for an interview, following her lady tracks, but all I have to offer you is the video below and sweet memories of her purr on my voice mail. Here’s the decades-old hit you may know her flirty chirp from (hello, Avenue D, Fannypak, etc!) From 1988, boy-eee:

L’Trimm, “The Cars That Go Boom”

“When lo and behold there appeared a mirage, he was hooking up his speakers in his daddy’s garage.” See you there.

LADY TIGRA
Fri/28, 8:30 p.m., $15
Cafe Du Nord
2170 Market, SF
(415) 861-5016
www.cafedunord.com, www.myspace.com/theladytigra <

Patty meltdown

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› superego@sfbg.com

SUPER EGO Clear the runway! Clear the runway! She’s got a Target elastic waistband and too many Walgreens L’Oreal home highlights in her shag — and she’s about to crash-land drunk off her Lucite Shoe Pavillion fuck-me pumps and into my $30 Blue Lotus powertini, with guarana extract, caffeine, taurine, and B vitamins 3, 5, 6, and 12. Somebody call Grey’s Anatomy on her jiggly, glitter-thonged ass, stat. Save me, Dr. McCreamy! Save my exorbitant cocktail!

Nightlife 911!!!

Hi. I’m writing to you from the bowels of underground club connoisseur hell, a.k.a. a gay bar in Las Vegas on St. Patrick’s Day during spring break. Try not to imagine it. On the giant video screen: a 2005 frat-boy rave remix of the Cranberries’ "Zombie." In the glass tanks lining the dance floor: live piranhas. Streaming through the door: distressed embroidered jeans and bleached-out cocka’dos. Kill me.

"What did you expect?" Hunky Beau reminds me not-so-gently. "This city has the freakin’ Liberace Museum. Drop the snob act." So I take some heart in the equality of it all. The Vegas homo-horror crowd out by the airport’s no different from the straight-when-sober one thronging the Strip, except the lesbians are real and the other women aren’t. Or rather, they’re 50 percent less real. Surgery is confusing! It’s like silicone algebra. And don’t let’s even glance at Vegas menswear, ‘k? When did Affliction team up with Hurley and Crocs to make Jams?

Other than the occasional squawk of stale reggaetón emanating from pastel Hummers on West Tropicana — not to mention a slew of rowdies screeching "The Star-Spangled Banner" throughout New York New York (never forget!) — the charge-card cocktails, Timba-hop tunes, and space-age bachelor ultralounge aesthetic of omnisexual fantasyland are bottle-serviced with a splash of Burner du Soleil myshtique. In Las Vegas, the apex of a corker evening is a Coyote Ugly boobarella with red contact lenses and vampire fangs writhing on a dry-iced bar to DJ Tiësto. The only thing missing, really, is a topless raver girl revue with dildo glowsticks and peekaboo JNCO jeans. I’m copyrighting this idea immediately.

Everything’s slathered in pimps-and-ho cheese and infernal strobing ultraviolet beams, grinding my delicate complexion into hamburger. Is this what you want, America? Awful-looking skin?

Like Manhattan and Miami — where three-quarters of San Francisco’s dance music movers-and-shakers are currently scratching their bikini waxes at the bubbly-drenched, forever-2001 Winter Music Conference — Vegas has now officially Disneyfied the salacious grit from my fond partial-memories of nightlife there, on and off the Strip. Bring on the recession, darlings! I’m all for having wild fun — this, after all, is how a majority of Midwesterners will be introduced to club culture — and I realize that a vibrant and shocking underground depends on a slick surface limelight to tunnel beneath. But please: what happens in Las Vegas, stay there.

Lady Go Boom Enough grumpy, let’s party! You may remember the excitably gorgeous Lady Tigra as one half of ’80s Miami Bass female electro-rap phenom L’Trimm, whose sub-woofin’ 1988 hymn to cracked windshields, "Cars That Go Boom" (Hot Productions), raised the fluorescent-suspendered rafters of club kids nationwide at the time. I was there, and Tigra was fierce. Now she’s back — grrrl! — with a slinky-nasty new album, Please Mr. Boombox (High Score), and a savvy plan to retake the alternative nightlife spotlight by teaming up with the cheekiest promoters on the West Coast. Fresh from her balls-out show at Los Angeles’s latest actually great party, Mustache Mondays, she’ll sink her claws into your dancey-pants with gender-bending vocalist and performance artiste extraordinaire Jer Ber Jones and the ever-beaky DJ Chicken at Cafe Du Nord on March 28. Her warped OMD-sampling jam "A Moon Song," especially, has been freaking the red zones in my headphones lately. And please note that I have not made a single tragic Tatiana the Tiger joke in this catty plug, mostly because I wish I’d mauled that hot dead Indian boy first and I’m still bitter. So there.

LADY TIGRA

Fri/28, 8:30 p.m., $15

Cafe Du Nord

2170 Market, SF

(415) 861-5016

www.cafedunord.com, www.myspace.com/theladytigra

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