Google bus

Racing for solutions

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rebecca@sfbg.com

Although there are five seats on the San Francisco Board of Supervisors up for reelection this fall, incumbents face few contenders with the requisite cash and political juice needed to mount a serious challenge. The one race that has stirred interest among local politicos is the bid to represent District 10, the rapidly changing southeastern corner of San Francisco that spans the Bayview, Hunters Point, Visitacion Valley, Dogpatch, and Potrero Hill neighborhoods.

Sup. Malia Cohen, who narrowly beat an array of more than a dozen candidates in 2010, has raised way more money than her best-funded opponent, progressive neighborhood activist Tony Kelly, who garnered 2,095 first-place votes in the last D10 race, slightly more than Cohen’s, before the final outcome was determined by ranked-choice voting tallies.

For the upcoming Nov. 4 election, Cohen has received $242,225 in contributions, compared with Kelly’s $42,135, campaign finance records show. But Kelly, who collected the 1,000 signatures needed to qualify for the November ballot and qualified for public financing, has secured key progressive endorsements, including former Mayor Art Agnos, Assemblymember Tom Ammiano, Sups. David Campos and John Avalos, and the Potrero Hill Democratic Club.

Others who’ve filed to run for this office include Marlene Tran, a retired educator who has strong ties to families in the district, especially in Visitacion Valley, through her teaching and language-access programs (she’s known by kids as “Teacher Tran”); Shawn Richard, the founder of a nonprofit organization that offers workshops for youth to prevent gun violence; and Ed Donaldson, who was born and raised in Bayview Hunters Point and works on economic development issues. DeBray Carptenter, an activist who has weighed in on police violence, is running as a write-in candidate.

But the outcome in this dynamic district could be determined by more than campaign cash or political endorsements. That’s because the D10 supervisor faces the unique, unenviable challenge of taking on some of the city’s most intractable problems, which have disproportionately plagued this rapidly changing district.

Longstanding challenges, such as a high unemployment and crime rates, public health concerns, social displacement, and poor air quality, have plagued D10 for years. But now, fast-growing D10 is becoming a microcosm for how San Francisco resolves its growing pains and balances the interests of capital and community.

 

MIX OF CHALLENGES

While candidate forums and questionnaires tend to gauge political hopefuls on where they draw the line on citywide policy debates, such as Google bus stops or fees for Sunday parking meters, neighborhood issues facing D10 have particularly high stakes for area residents.

While other supervisors represent neighborhoods where multiple transit lines crisscross through in a rainbow of route markers on Muni maps, D10 is notoriously underserved by public transit. The high concentration of industrial land uses created major public health concerns. A Department of Public Health study from 2006 determined that Bayview Hunters Point residents were making more hospital visits on average than people residing in other San Francisco neighborhoods, especially for asthma and congestive heart failure.

Unemployment in D-10 hovers near 12 percent, triple the citywide average of 4 percent. Cohen told us efforts are being made on this front, noting that $3 million had been invested in the Third Street corridor to assist merchants with loans and façade improvements, and that programs were underway to connect residents with health care and hospitality jobs, as well as service industry jobs.

“The mantra is that the needle hasn’t moved at all,” Cohen noted, but she said things are getting better. “We are moving in the same downward trend with regard to unemployment.”

Nevertheless, the high unemployment is also linked with health problems, food insecurity — and violence. In recent months, D10 has come into the spotlight due to tragic incidents of gun violence. From the start of this year to Sept. 8, there were 13 homicides in D10.

Fourth of July weekend was particularly deadly in the Bayview and D10 public housing complexes, with four fatal shootings. Cohen responded with a press conference to announce her plan to convene a task force addressing the problem, telling us it will be “focused on preventing gun violence rather than reacting to it.”

The idea, she said, is to bring in expert stakeholders who hadn’t met about this topic before, including mental-health experts and those working with at-risk youth.

“I think we need to go deeper” than in previous efforts, Cohen said, dismissing past attempts as superficial fixes.

But Cohen’s task force plan quickly drew criticism from political opponents and other critics, including Sheriff Ross Mirkarimi, who dismissed it as empty rhetoric.

“How many people are cool with yet another task force?” Kelly said in a press statement challenging the move. “We can’t wait any longer to stem the deadly tide of violence in District 10. Supervisor Cohen’s task force won’t even propose solutions till 2017. We can’t wait that long.”

Kelly told us he’s formulated a five-point plan to tackle gun violence, explaining that it involved calling for a $10 million budget supplemental to bolster family services, reentry programs, job placement, and summer activities aimed at addressing poverty and service gaps. Kelly also said he’d push for a greater emphasis on community policing, with officers walking a beat instead of remaining inside a vehicle.

“How do you know $10 million is enough?” Cohen responded. “When you hear critics say $10 million, there is no way to indicate whether we’d need more or less.” She also took issue with the contention that her task force wouldn’t reach a solution soon enough, saying, “I never put a timeline on the task force.”

Cohen also said she wanted to get a better sense of where all of the past funding had gone that was supposed to have alleviated gun violence. “We’ve spent a lot of money — millions — and one of the things I am interested in doing is to do an audit about the finances,” she said.

She also wants to explore a partnership with the Guardian Angels, community volunteers who conduct safety patrols, to supplement policing. Cohen was dismissive of her critics. “Tony was not talking about black issues before this,” she said. “He hasn’t done one [gun] buyback. There’s no depth to what any of these critics are saying.”

Tran, who spoke with the Guardian at length, said she’d started trying to address rampant crime in Visitacion Valley 25 years ago and said more needs to be done to respond to recent shootings.

“There was no real method for the sizable non-English speaking victims to make reports then,” Tran wrote in a blog post, going on to say that she’d ensured materials were translated to Chinese languages to facilitate communication with the Police Department. “When more and more residents became ‘eyes and ears’ of law enforcement, community safety improved,” she said.

Richard, whose Brothers Against Guns has been working with youth for 20 years and organizing events such as midnight basketball games, said he opposed Cohen’s task force because it won’t arrive at a solution quickly enough. He said he thought a plan should be crafted along with youth advocates, law enforcement, juvenile and adult probation officers, and clergy members to come up with a solution that would bolster youth employment opportunities.

“I’ve talked with all 13 families” that lost young people to shootings this year, Richard said, and that he attended each of the funerals.

 

CHANGING NEIGHBORHOOD

Standing outside the Potrero Terrace public housing complex at 25th and Connecticut streets on a recent sunny afternoon, Kelly was flanked by affordable housing advocates clutching red-and-yellow “Tony Kelly for District Supervisor” campaign signs. The press conference had been called to unveil his campaign plan to bolster affordable housing in D10.

Pointing out that Cohen had voted “no endorsement” at the Democratic County Central Committee on Proposition G — the measure that would tax property-flipping to discourage real estate speculation and evictions — Kelly said, “This is not a time to be silent.”

While Cohen had accepted checks from landlords who appeared on the Anti-Eviction Mapping Project’s list of worst offenders for carrying out Ellis Act evictions, Kelly said he’s pledged not to accept any funding from developers or Ellis Act evictors. Asked if any had offered, Kelly responded, “Some. They’re not knocking down my door.”

Cohen told us that she hadn’t supported Prop. G, a top priority for affordable housing advocates, because she objected to certain technical provisions that could harm small property owners in her district. As for the contributions from Ellis Act evictors, she said the checks had been returned once the error was discovered. Her formal policy, she said, is not to intentionally take money from anyone involved in an Ellis Act eviction.

Speaking outside Potrero Terrace, Kelly said he thought all housing projects built on public land should make at least one-third of their units affordable to most San Franciscans. He also said renovation of public housing projects could be accelerated if the city loaned out money from its $19 billion employee retirement fund. Under the current system, funding for those improvements is leveraged by private capital.

Mold, pests, and even leaking sewage are well-documented problems in public housing. Dorothy Minkins, a public housing resident who joined Kelly and the others, told us that she’s been waiting for years for rotting sheetrock to be replaced by the Housing Authority, adding that water damage from her second-floor bathroom has left a hole in the ceiling of her living room. She related a joke she’d heard from a neighbor awaiting similar repairs: “He said, Christ will come before they come to fix my place.”

Lack of affordable housing is a sweeping trend throughout San Francisco, but it presents a unique challenge in D10, where incomes are lower on average (the notable exceptions are in Potrero Hill, dotted with fine residential properties overlooking the city that would easily fetch millions, and Dogpatch, where sleek new condominium dwellings often house commuters working at tech and biotech firms in the South Bay).

Home sale prices in the Bayview shot up 59 percent in two years, prompting the San Francisco Business Times to deem it “a hot real estate market adorned with bidding wars and offers way above asking prices.”

One single-family home even sold for $1.3 million. Historically, the Bayview has been an economically depressed, working-class area with a high rate of home ownership due to the affordability of housing — but that’s been impacted by foreclosures in recent years, fueling displacement.

Although statistics from the Eviction Defense Collaborative show that evictions did occur in the Bayview in 2013, particularly impacting African Americans and single-parent households, Cohen noted that evictions aren’t happening in D10 with the same frequency as in the Tenderloin or the Mission.

“When it comes to communities of color in the southeast, it’s about foreclosure or mismanagement of funds,” explained Cohen.

She said that a financial counseling services center had opened on Evans Street to assist people who are facing foreclosure, and added that she thought more should be done to market newly constructed affordable units to communities in need.

“There’s an error in how they’re marketing,” she said, because the opportunities are too often missed.

But critics say more is needed to prevent the neighborhood from undergoing a major transformation without input from residents.

“This district is being transformed,” Richard said. “A lot of folks are moving out — they’re moving to Vallejo, Antioch, Pittsburg. They don’t want to deal with the issues, and the violence, and the cost.”

At the same time, he noted, developers are flocking to the area, which has a great deal more undeveloped land than in other parts of the city.

“The community has no one they can turn to who will hold these developers accountable,” he said. “If the community doesn’t have a stake in it, then who’s winning?”

 

Making waves

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arts@sfbg.com

THEATER The Fourth of July kicked off a revolution once; could it happen again? Each year in Dolores Park the San Francisco Mime Troupe gives it a shot, kicking off its touring season of free outdoor shows with a musical-comical call to arms — an appeal to popular solidarity against the very real forces of oppression on a holiday gleefully synonymous with keg-tapping.

It’s a task the legendary 55-year-old artist-run collective pursues with passion and its own unique flair: a larger-than-life mix of Italian commedia dell’arte storytelling and American-style melodrama, with a smattering of original songs thrown in for good measure. It’s an eye and ear catching spectacle that this year hits close to home, wading into the conflicts and displacement churned by a rapidly transforming high-tech, high-cost city.

Ripple Effect is set in present-day San Francisco, or just offshore in the bay, in a small tour boat where three women of very different backgrounds reckon with one another. The boat’s captain is an ardent but paranoid Lefty activist (played by Velina Brown). Her passengers are a Vietnamese beautician and all-American immigrant (Keiko Shimosato Carreiro) and a newbie tech worker from small-town Nebraska (Lisa Hori-Garcia) whose popular app landed her a corporate job in the big city.

Against the backdrop of a yawning wealth gap, real estate speculation, an epidemic of evictions, Google bus protests, and diminishing diversity, Ripple Effect‘s three protagonists (all played by longtime Mime Troupe members) explore the tensions that divide them and the common ground beneath them. (The Mime Troupe is also linking the play to a series of community forums, at its Mission studio and after select performances, in which various community leaders will facilitate public dialogue around the show’s themes and the growing divide in the city.)

“It’s always tough because we do tour the shows, so we don’t want to make them too specific to San Francisco,” says Mime Troupe actor-writer Michael Gene Sullivan, who plays several secondary roles in Ripple Effect, including a certain wily CEO. “But we feel like there are so many issues going on within the city that people around the state, really around the country, will be able to relate to — not just housing and how the cities are changing, but also the struggle within the working class, the way people are being pitted against each other while the incredibly rich are getting incredibly richer. It’s just that it’s more pointed here.”

There is precedent for SF-centric plays in past Mime Troupe offerings. In fact, the company’s 1999 show, City For Sale, took on the housing crisis of the last real estate and dot-com bubble. But Sullivan says the issue has also changed. “This show, while it touches on [housing], is much more about a change in the culture of the city. Not just what does it mean to be living in San Francisco, but what is San Francisco now?”

Ripple Effect is a departure in some other ways too. It’s a more concentrated drama, less concerned with a particular impending disaster to push the plot than in the precise relationship between the main characters. “In this show the dilemma is, to a large extent, how the characters see each other,” notes Sullivan. To this end, Sullivan, head writer for the collective since 2000, shared the writing this time around with Bay Area playwrights Eugenie Chan and Tanya Shaffer, each of whom explored specific aspects of the characters’ back stories. The show also sports two directors (Hugo E. Carbajal and Wilma Bonet) and comes with a new musical team: composer-lyricist Ira Marlowe and musical director Michael Bello, who together fill roles covered in recent years by Pat Moran.

The Mime Troupe has not been immune to the financial upheaval shaking the city. Last year, the collective had to launch an emergency fundraising campaign called the Cost of Free to make up for a serious budget shortfall that jeopardized its ability to offer its annual show. Velina Brown, Sullivan’s life partner as well as fellow artist, explains that the 2008 economic downturn had reduced the offerings of arts foundations by as much as 40 percent. “Being already a really lean organization anyway, 40 percent going away is huge.” But where another theater might have folded up shop, the Mime Troupe, with help from its audience, bounced back.

“One of the things that’s helped us over the years with all these ups and downs is that we are a collective,” says Brown. “It’s not all on one or two people and if they feel like that’s it, then that’s it — there’s a larger group of people that have to agree that that’s it before the doors close. We also own our building, and that has definitely saved our behinds. We haven’t had to be at the mercy of a landlord — who says, “Hey, I could get 10 times what you people are paying” — and kicked to the curb.”

“Because we’re a collective it takes people a lot longer to get burned out,” agrees Sullivan. “Because we’re worker-owners of our company we are willing to put in more time, do things for a little less pay, come to meetings when we’re not paid to be there. We do get paid; it’s an [Actors] Equity company. But we have a sense of ownership you don’t get at other places, and that also helps the company in the most difficult times.” *

 

THE RIPPLE EFFECT

Through Sept. 1 at various NorCal venues

Fri/4-Sat/5, 2pm, free

Dolores Park

19th St at Dolores, SF

Also Sun/6, 2pm, free

Yerba Buena Gardens

760 Howard, SF

www.sfmt.org

Google Bus sewers

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STREET FIGHT With most city officials supporting the accommodation of private transit in some form, the San Francisco Municipal Transportation Agency is now vetting where tech workers should board and egress the private corporate commuter buses that ply the 101 and I-280 between San Francisco and Silicon Valley suburbs. A list of proposed bus stops was circulated in June, and the first round of bus stop proposals is set for approval in August.

Short of a proper environmental study, which is the subject of ongoing litigation, the list deserves more scrutiny and deliberation because certain areas of the city — such as Hayes Street in the Western Addition and 18th Street in the Mission — might be effectively made into Google Bus sewers.

I hope SFMTA is open to reconsidering some of these proposed bus stops.

Rather than jamming oversized interstate highway-scale coaches on human-scaled, walkable, and bikeable streets with important Muni routes, SFMTA ought to steer them where they are more appropriate: on the wider, car-oriented streets that bifurcate the city.

For example, the current proposal for private commuter buses in the Western Addition is to have these mammoth and incongruent buses running on Hayes Street using Muni stops at Clayton, Steiner, Laguna, and Buchanan.

This is bad news for passengers on the 21-Hayes, a key neighborhood-serving electric trolley bus that has gotten short shrift in the city planning process. With 12,500 boardings daily, the 21-Hayes is often at capacity every morning before it crosses Van Ness.

Just last week, I was on a packed 21 that was blocked (illegally) by a huge corporate bus on Hayes. With an already dense and slow traffic situation, this added at least 30 seconds to the trip before the 21 could access its stop. Repeat that multiple times in the morning and afternoon and you can see that this will be a mess. It’s not worth the dollar the SFMTA collects for such stops, that’s for sure.

Concentrating the private buses on the 21 line (or the 33 in the Mission) will block Muni where Muni is already slow, unreliable, and overcrowded. It will also diminish walkability and bicycle safety on Hayes and other streets identified in the current list (including the commercial corridors on Divisadero and 18th Street in the Mission.)

Rather than streets such as Hayes, SFTMA should redirect the private buses to the multilane, one-way couplet on Fell and Oak streets, only one block south. Along the corridor, SFMTA could collaborate with the private systems to establish new bus stops (red paint) at Clayton, Masonic, Divisadaro, Fillmore, and near Octavia. This scheme would limit clunky turn movements onto neighborhood streets by oversized buses and contribute to traffic calming.

In the mornings, the buses would pick up passengers on Oak Street, starting along the Panhandle, then travel towards Octavia Boulevard before swinging onto the freeway southbound. In the evenings the buses would exit the freeway at Octavia, and stop at drop-off hubs on Fell, between Octavia and Laguna, and then stop incrementally toward Golden Gate Park.

Additionally, the city needs to consider a space for the underpaid, nonunionized drivers to pull over and rest before and after long segments of freeway driving. We want these buses to be safe.

Similar arrangements should be made to spare 18th Street in the Mission from reverting to a Google bus sewer, with emphasis on private corporate bus stops on South Van Ness or Guerrero-San Jose. Surely there are other examples in other parts of the city.

The urgent affordable housing crisis aside, this could be a win-win from a transportation perspective. Tech workers would no longer get blamed for blocking Muni and they can know that while waiting for their bus, they are contributing to calming erstwhile hazardous streets.

There’s a lot of opportunity to combine these new bus stops with traffic calming at dangerous intersections such as Fell and Masonic or Oak and Octavia, all without mucking up Muni or diminishing the walkable human scale of nearby neighborhood commercial streets. And hey, since this is all a “pilot program,” no pesky and expensive EIR is needed — right?

Thinking long-term, this scheme could be a template to jumpstart making this ridiculous private transit system into a regional public bus system modeled on AC transit or Golden Gate Transit, a service open to all. Our car-centric streets are ripe for express bus service and this would help relieve parallel lines like the N-Judah, while enabling the city to attain its aspiration of 30 percent mode share on transit.

And for Mayor Ed Lee and pro-tech-bus members of the Board of Supervisors, it helps with their “vision zero” rhetoric of increasing pedestrian safety because placing the buses on car-centric one-way couplets can help calm traffic.

With a little cajoling by the mayor, he could get his tech sponsors to underwrite streetscape and beautification at the bus stops along these kinds of streets.

After all, Mayor Lee needs to find the money, because last month he betrayed pedestrian and bicycle safety and Muni when he abandoned support for increasing the Vehicle License Fee locally this fall, all the while misleading the public about the important role of Sunday metering. Perhaps it’s time for a tax or license fee on the ad hoc private transit system?

SLOWING DOWN

Speaking of vision zero, Sup. Eric Mar deserves hearty thanks for proposing to reduce speed limits citywide. This is one of the most effective ideas to come from the progressive wing of the Board of Supervisors in a long time and should be implemented yesterday. Higher speeds maim and kill, and the faster cars go the more voracious the appetite for both fuel and urban space.

With reduced speed, the motorist would still be able to drive, just more slowly, perhaps with less convenience than now. But over time the options of cycling, of walkable shopping, and improved public transit would synchronize more seamlessly as car space is ceded to separated cycletracks and transit lanes.

My suggestion is to make the city navigable by car at no greater than 15 miles per hour, a speed deemed not only to be comfortable on calmed pedestrian streets, but also to minimize injury and fatalities when there are collisions. Ultimately, our efforts to curb global warming, reduce injury and death from automobility, and make the city more livable obliges us to slow down, so looking at speeds is a step forward.

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

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

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

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

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

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

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

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

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

Zones requested by shuttle service providers

Zones requested by residents

Alternative zones within a few blocks of requested zone locations

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

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

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

 

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

 

 

Above we’ve embedded the commuter shuttle map. 

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

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

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

 

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

 

 

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

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

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

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

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

Listen: Katie Day’s anti-tech bro jam “San Francisco (Before the West Falls)”

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Between POW!’s “Hi-Tech Boom,” the schticky “Google Bus Song” from Cachebox, and Violent Vickie’s “Fuck You!!!!!”, it’s safe to say San Francisco musicians — the ones that are left here, haha! sorry — are currently leading the nation in anti-gentrification music.

This is a good thing, of course. It means the city still has a pulse. You know what we’ve been sorely lacking, however? As Emma Goldman basically said, give the people a summery, socially conscious anthem we can fucking dance to.

Enter Katie Day, who self-released her new EP, Burn It to the Ground, yesterday. There’s a lot to like here, including a love song for the Lower Haight, but the instant earworm is a semi-tongue-in-cheek indie-electro-pop jam called “San Francisco (Before the West Falls),” with shimmery, bubble-gum synths and keys layered with lyrics that lament the bygone days when coffee was 80 cents, and give serious side-eye to the tech bros moving into her neighborhood: “Someone told me about the boys next door/They put the boards on the window of the record store/And now the kids don’t get to play no more…”

“The extreme wealth disparity we’re experiencing in SF as a result of tech can make living here as an artist straight-up oppressive, but I think having a song that speaks to that oppression and makes you want to get up and dance anyway can negate any feeling of self-pity, even if you’re living under constant threat of eviction while there’s trained German Shepherd acting as an elevator operator at the Google office,” Day wrote me when I asked about her inspirations. “It’s something they can’t take away from you.”

Get your un-gentrifiable dance on when she plays with Stages of Sleep, New Spell, and Memory Motel this Sat/7, 8pm at Amnesia.

 

Carmageddon cometh

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news@sfbg.com

STREET FIGHT

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

 

TRANSBAY DREAMS

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

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

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

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

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

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

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

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

 

PRAYING FOR ENLIGHTENMENT

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

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

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

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

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

Lawsuit filed to halt “Google bus” shuttle pilot program

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

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

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

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

The Coalition for Fair, Legal and Environmental Transit, Service Employees International Union Local 1021, the union’s Alysabeth Alexander, and Shortt are the petitioners of the suit. In early April, they also petitioned the Board of Supervisors to vote for an environmental review of the tech shuttles.

The contentious meeting lasted over 7 hours, with housing advocates and tech workers firing shots from both sides into the night. Ultimately the supervisors voted 8-2 against the environmental review, a move seen as driven by a deferential attitude towards the technology industry in San Francisco. 

Paul Rose, a spokesperson for the SFMTA, responded to the lawsuit in an email to the Guardian.

“The agency developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and congestion on our roadways,” Rose wrote.  “We have not yet had a chance to review the lawsuit and it would not be appropriate to comment on any pending litigation.”

The early April vote was only the latest in the city’s alleged deferential treatment towards the commuter shuttles. 

The SFMTA allowed the shuttles to use Muni bus stops for years without enforcing illegal use of red zones, the suit alleges. A study by the city’s Budget and Legislative analyst revealed that out of 13,000 citations written to vehicles in red zones in the last three years only 45 were issued to tech shuttles — despite the SFMTA’s knowledge of 200 “conflicting” bus stops between Muni and the tech shuttles. 

Much has been made of those startling numbers, with petitioners alleging a “handshake deal” on the part of the SFMTA to tech company shuttles, allowing them to park at red zones at will.

But emails the Guardian obtained by public records request show Carli Paine, head of the tech shuttle pilot program, followed up complaints on illegal stops made by tech shuttles since 2010, but to no avail. 

“Know that I have made clear to the shuttle providers that the law says that it is not legal to stop in the Muni Zones,” Paine wrote in a July 2012 email to a colleague who was in contact with tech companies. “Participating in this process does not mean that they are guaranteed not to get tickets–especially if they are doing things that create safety concerns or delay Muni.”

Paine also attempted to clarify enforcement policies around the shuttles with enforcement officers from the SFPD and SFMTA, also to no avail, the emails show.

The deferential treatment to shuttles may not have originated from the SFMTA then, but from higher up the political ladder. 

“There are a number of our supervisors who do not want to buck the tech industry,” Shortt told the Guardian. “They feel there may be more to gain from allowing illegal activity to continue by these corporations than support.”

But does the suit call for the tech shuttles to stop running? We asked Richard Drury, the attorney filing the suit, to explain the specific asks of the suit.

“Not technically no,” Drury said. “They’ve operated illegally for years and the city turned a blind eye. They could continute to do that while the city runs an environmental review, but if the SFMTA or Police Department decided to start ticketing them for $271, they could.” 

So the lawsuit wouldn’t stop the shuttles. It just asks for them to be reviewed. 

Among issues regarding air quality the shuttles’ heavy weight damages city streets at much higher rates than cars, studies by the city’s Budget Legislative Analyst showed. Studies conducted by students and other interested individuals revealed increased rents near shuttle stops, which the filers of the lawsuit say leads to a displacement of residents.

Displacement is a consideration in CEQA reviews, a recent addition to state law.  

“We’re just asking for the city to study the impacts,” Drury said. “Maybe that means the shuttles get clean fuel, or corporations pay to offset displacement of residents.”

Below is a downloadable PDF of the lawsuit.

Google Bus Commuter Shuttle Lawsuit by FitztheReporter

Happy May Day, San Francisco

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Happy May Day, comrades, and what a fine May day it is even if the urgent mayday spirit on this International Workers Day doesn’t seem as strong as some recent years past in the Bay Area.

While Russia seems to be rediscovering its previous practice of massive May Day marches marked by anti-Western propaganda, spurred on by renewed nationalism from the standoff in Ukraine, May Day has never been very big in the US.

The holiday celebrated throughout the world with workers showing their strength and demanding their fair share of our collective wealth marks the anniversary of a labor demonstration that turned violent and triggered a harsh crackdown in Chicago in 1886. While the socialists of the Second International adopted the May Day holiday in 1889, the American holiday of Labor Day was adopted as a bland alternative meant to take the radical edge off of workers movements.

But many leftists in the US retained an affinity for May Day, and it was infused with a renewed spirit and radical energy by supporters of immigration reform and an end to deportations that divide up families, with massive marches in major US cities in 2006 catching the media and political establishment off-guard.

 Then, two years ago, fresh off of the Occupy Wall Street (and Occupy San Francisco, Occupy Oakland, etc.), some young anarchists rampaged through the Mission District, breaking windows, spray painting luxury cars, attacking a police station, and generally targeting what they saw as the forces of wealth and gentrification, albeit in a misguided and widely condemned way.

Today’s big May Day march in San Francisco starts at the 24th Street BART Plaza, again strongly emphasizing the need for immigration reform, but also marrying that cause with the anti-displacement and anti-eviction activism that are roiling San Francisco these days. [The poster for the event even features a photo of a recent Google bus blockade CORRECTION: The photo is actually of immigration activists blocking a deportation bus.]

Meanwhile, in the East Bay, the main May Day march begins at 3:30pm at the Fruitvale BART Street, also with a focus on social justice and immigration reform. So get on out there, comrades, you have nothing to lose but your chains.  

Another Google bus blockade, this time targeting a Google employee

This morning (Fri/11) kicked off with yet another Google bus blockade in San Francisco’s Mission District, only this time housing activists said a Google employee is directly to blame for displacing residents. 

The blockade, which took place at 18th and Dolores streets, was short-lived but featured speeches by tenants facing eviction, as well as a giant cardboard cut-out depicting 812 Guerrero, a seven-unit building where tenants are facing eviction under the Ellis Act.

The property owner is Jack Halprin, a lawyer who is the head of eDiscovery, Enterprise for Google. He moved into one of the units after purchasing the building two years ago and served eviction notices on Feb. 26, according to tenant Claudia Triado, a third grade teacher at Fairmount Elementary in San Francisco who lives there with her two-year-old son.

The Bay Guardian left a voice message for Halprin requesting comment. We will update this post if he returns the call.

After the bus blockade, activists proceeded to 812 Guerrero and staged a short rally on the front steps.

Evan Wolkenstein, who teaches Jewish literature at the Jewish Community High School of the Bay, said he’s lived at 812 Guerrero for eight years. Other tenants facing eviction from the property include an artist and a disabled person, he added.

During the Google bus blockade, minutes before police officers arrived to clear a path for the bus by urging protesters onto the sidewalk, Wolkenstein gave a speech about the overall impact the tech sector is having on San Francisco.

This evening, Eviction Free San Francisco will continue its protest activities with a march to the homes of teachers who are facing eviction, beginning at 20th and Dolores streets at 5pm.

April Fools Day in San Francisco: Acrobats block Google bus

“Everyone say, GMuni!”

Activist “Judith Hart,” clad in corporate attire and donning thick glasses without lenses, called into a microphone as she stood on the sidewalk next to a stationary Google bus. She was there as part of a tech bus blockade staged near 24th and Valencia streets this morning (Tue/1), around 9am.

“GMuni!” The crowd chanted.

“GMuni!” Hart repeated.

“GMuni!!!” Came the enthusiastic response.

Some acrobats stood in the street nearby, blocking the bus with dance-like motions. Occasionally leaning on the front of the bus for support, they lifted yoga balls high into the air while the Google shuttle remained parked with passengers aboard, awaiting departure.

The April Fools Day bus blockade – staged by Heart of the City, a group that has blocked corporate tech shuttles several times now – was more absurdist street theatre than protest.

The prank was to hand out “GMuni” bus passes to anyone wishing to board the Google bus. Hart posed as a Google executive launching a new program to provide free transit to all. But when one of the activists tried to climb aboard, waving the pass issued by the activists, the bus driver blocked him from entering, saying it was a private bus and nobody had informed him of this new program.

Eventually, a police officer arrived and asked activists to move to the sidewalk. They complied, but when the bus drove off, it had some signs affixed to the front that activists had placed there.

The street theatre protest was meant to draw attention to today’s scheduled Board of Supervisors vote to determine whether to approve an appeal of a Metropolitan Transportation Agency pilot program to allow private shuttles to stop in Muni bus zones for a fee of $1 per stop.

The Board is scheduled to vote at 3pm this afternoon. To have your say, go to San Francisco City Hall.

Feel free to borrow these arguments in the Google Bus CEQA appeal

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Speaking of gun-running, how about that Google Bus?*

The $1/stop SFMTA deal to allow Google Buses to use city bus stops is being appealed to the Board of Supervisors, to be heard on tomorrow [Tues/1]. The $1/stop deal replaced the “handshake agreement” where the tech buses could do whatever they wanted while the SFMTA gazed vacantly into space, which is its forte.

The appeal is a technical invocation of the California Environmental Quality Act, aka CEQA, aka Chief CEQA, aka CEQABACCA. (Full disclosure: I am a consultant for SEIU Local 1021, one of the appellants, on something unrelated to this.) The appeal argues that in Mayor Ed Lee’s heroic pre-emptive capitulation to the $1/stop deal (for the price of a third of a cup of single-origin estate-grown coffee on Valencia!), the Planning Department should have analyzed potential environmental impacts of the Google Buses, and considered alternatives and mitigations. The relevant authorities probably did not want to know the results of a review because data-driven analysis is not outside-the-box disruptive thinking that makes Frisco the World Capital of Innovation.**

Notably, nothing in the deliberations of the MTA or CEQA asked if there should be a bus program at all. Determining whether something is good or bad for the City is apparently beyond the scope of government. I don’t understand it, but I’m not a lawyer. The big criticism of the buses is less the environmental one than the displacement and gentrification they cause. Round peg, meet square hole.

Fortunately, there are legitimate CEQA questions. The full Board of Supervisors will hear the appeal, and for the duration of public comment will transmogrify from a legislative body into a quasi-judicial body to decide the environmental claims. And the supervisors are totally qualified to rule on particulate levels caused by idling buses. Expect them to seek a compromise with science about how many people will get cancer because of the buses.

Since the appeal legally has to link any objections to the buses to environmental impacts, I have some suggestions of new CEQA arguments. The Supervisors should consider significant cumulative unmitigated impacts such as:

  • Influx of toxic concentrations of assholes into affected neighborhoods.
  • Pollution from all the new tinted window factories required to supply the buses.
  • Soaring rates of testicular cancer related to all the Google Bus-related cases of the medical condition known as “Hot Laptop Nuts.”
  • Property destruction during riots in the streets after the last taqueria closes and is replaced by an adorable farm-to-table small plates restaurant.
  • Urban blight and decay in Sunnyvale as tech people abandon Silicon Valley entirely, causing Sunnyvale to lose its coveted title “All-America City.”

I also have two elegant project alternatives to $1/stop: The buses cause displacement on their routes because people riding them make a lot of money. Clearly, the solution is to cut their pay. We just need a maximum wage for tech people. Any income over the maximum would go directly to fund public goods like schools, transit, and healthcare. The program could be called “Wealthy San Francisco.”

Alternatively, the City could use the buses as a positive tool, and move bus routes to areas that need and could support more economic development, like the Outer Sunset, Visitacion Valley, and Stockton.

Finally, I have a pilot program of my own to propose, in which we “accidentally” swap a Google Bus with an Immigration & Customs Enforcement Deportation Bus, delivering undocumented migrants to take charge of Silicon Valley and programmers to Northern Mexico. They can hackathon some apps for the Zetas Cartel.

Gentrification solved. Consensus built. You’re welcome, San Francisco.

*“Google Bus” becoming the generic term for tech colonist commuter shuttles must be an epic migraine for the beleaguered lawyers in the Google Intellectual Property Legal Department. Talk about brand dilution.

**Admittedly, innovation involving a short list of things. Amazing innovation at inventing technology to enhance our capacity to spend money and/or waste time. Innovative ways to house the houseless or feed the hungry—not so much.

 

Nato Green is a San Francisco-based standup comedian. His podcast is called The Nato Sessions and he can be seen with The Business every Wednesday at the Dark Room Theatre.

Opposing sides rally troops for tech bus throw-down

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Tomorrow’s (Tue/1) San Francisco Board of Supervisors meeting will feature a hearing on the environmental impact of commuter shuttles, including Google buses. In what promises to be a telling moment in a polarizing controversy that started in late 2013, supervisors will be forced to pick a side.

This past January, the San Francisco Municipal Transportation Agency (SFMTA) voted to approve a pilot program that would allow private shuttle operators, including a host of tech companies, to stop in designated Muni bus areas for a fee of $1 per stop, per day.

The narrative is by now well-worn, with the well-connected, deep-pocketed tech industry on one side and seasoned local activists concerned about gentrification and private use of public bus stops on the other. 

While tomorrow’s hearing comes amid a larger debate about the tech sector’s role in fueling displacement through rising housing prices, it will focus on whether or not to sanction an appeal of the pilot program under the California Environmental Quality Act. 

The proponents of the shuttles — Google, Genentech, Apple and others — maintain they take cars off the road. Many workers commuting to the South Bay, for instance, would drive were it not for the existence of the shuttles.

The CEQA appeal was filed by the SEIU 1021, the League of Pissed Off Voters, and the Harvey Milk LGBT Democratic Club. The groups contend that the private shuttle system is helping to push long-time residents out of the city. Studies show that in areas around the shuttle stops, rents fly high and displacement is rampant

A key argument in favor of conducting an environmental review is that those displaced workers then have to drive into SF to get to work from places like the East Bay, negating any environmental benefits. By calling for a CEQA study, appellants hope to city will study how shuttles are linked to displacement and its associated environmental impacts. 

Tomorrow, the Board must decide whether to allow the 18-month pilot program to move ahead, or to delay it until after an Environmental Impact Review has been completed.

In preparation for tomorrow’s hearing, both sides are drumming up support from their ranks.

SF.citi, an alliance of San Francisco tech companies, sent out an email blast (and web post) that reads like a call to arms: “Divisive shuttle opponents are now suing the City to challenge this pilot program before it has the chance to get off the ground. We need YOU to tell the Board of Supervisors in person that you want them reject this lawsuit and let the pilot program go forward.”

The activists’ call to action takes a similar tone, with liberal use of caps lock: “PLEASE JOIN US TO SUPPORT THE APPEAL AND TO TELL THE CITY TO HOLD BIG TECH ACCOUNTABLE FOR THE ACTUAL IMPACT THEY HAVE ON OUR COMMUNITIES AND NEIGHBORHOODS! 

“We can not do this without a thorough review, which includes robust research and study of what the actual broad impact is. Without it, we can not be assured that tech is paying the fair price for their use of our streets and our transit infrastructure.”

To have your say, go to San Francisco City Hall tomorrow afternoon for the Board meeting

Poll says SF loves tech buses, doesn’t ask Spanish speakers

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San Franciscans love tech, they’re totally cool with the Google buses, and care more about job creation than the cost of living, according to a newly released poll of San Franciscans by the Bay Area Council.

But though the poll asked respondents these questions in English and Cantonese, the pollsters left out one pretty important group of people in this debate: Spanish speakers. Yes, a poll about tech buses and the tech industry, and tangentially gentrification — which is now hitting the Mission District hard — failed to ask Spanish speaking voters any questions in their native tongue.

“Considering the tech industry’s impact on the Mission district, that’s a little suspcious,” Cynthia Crews, of the League of Pissed Off Voters told us. That’s an understatement. The “Our Mission: No Eviction” protest last October turned out hundreds of Mission residents, many Latino, against the gentrification of the neighborhood (and the lax regulations of the Google buses). The first Google bus protest took place on 24th and Valencia, in the Mission district.

Assemblyman Tom Ammiano said it was especially important to include Spanish-speaking voters. “San Francisco is a very multicultural city,” he said. “Even if the [polling] results were the same,” by polling Spanish speakers, “it would be a truer picture.”

The San Francisco Municipal Transportation Agency announced a pilot program to study the use of commuter shuttles, including tech buses (known commonly as Google buses), but also shuttles from hospitals and universities. The pilot program came to a halt when a coalition of advocates filed an appeal of the pilot program under the California Environmental Quality Act, known as CEQA. Those concerns will be heard at City Hall next Tuesday. The shuttles impacted Latino populations in the Mission particularly hard, leading advocates to say question why their voices were not heard in the poll.

Rufus Jeffris, a spokesperson for the Bay Area Council, who commissioned the poll, told us they just wanted answers on how to move the conversation around tech forward. “Clearly we’re in a time of economic growth, but we want to make sure we’re focused ont he right solutions,” he said.

And the number of Spanish-speaking likely voters was not significant enough to warrant the expense of including them in that conversation, Jeffris told us.

The poll said San Francisco voters’ opinions differed from news coverage of the shuttles: “Despite what it may look like from recent media coverage, a majority of voters have a positive opinion of the shuttle buses and support allowing buses to use Muni stops.”

Of course you’ll find a lot of voters in favor of the Google buses if you fail to interview a major voting bloc of the city that actually lives near them. Latinos make up 15 percent of the city’s population, according to 2012 US Census data. But Jeffris said that may not matter.

“The universe of likely voters does not always mirror [the population],” he said. “Not everyone in the city’s population votes.” Ruth Bernstein, a principal of EMC Research, the pollsters, said the Cantonese speakers usually comprise 9 percent of likely voters.

The poll found that “Tech workers are viewed unfavorably by only a minority.” Just 17 percent of respondents were unfavorable of the tech industry to some degree, while 70 percent were favorable in some fashion. 

pollshuttle

An excerpt from the poll saying most San Franciscans view Google buses favorably.

 But the methodology of the poll may have been flawed regardless of who they talked to. Bernstein told the Guardian that the questions were crafted in sessions between the EMC Research and the Bay Area Council.

“We did a draft,” she said, “and then worked with the Bay Area Council until they were satisfied with what we did.”

The Bay Area Council is a noted pro-business organization, casting a particular narrative behind the questions it asks. Notably, it didn’t ask about the shuttles’ direct ties to displacement in neighborhoods. It did, however, ask many questions about the Google buses, or “shuttles.”

“All I can tell you is what we saw,” Berstein told us, of her company’s methodology. “There are certainly people not happy about [the shuttles]. The voters aren’t opposed to them, but they want regulations.” 

SEIU Local 1021 Political Director Chris Daly was more plain spoken about the business interests behind this poll. “Well it looks like Jim Wunderman seeking a paycheck!” Daly said, referring to the Bay Area Council’s CEO and President. “Get the nice folks at EMC to do a poll for you, probably costs you close to 20 grand. They’ll get a good day of press out of it tomorrow.”

But even if the poll turned out to be the same, or similar, if it included voices of Spanish speakers, Daly said it still wouldn’t get to the heart of the issue.

“Even if the public does like tech shuttles, it has no bearing on the CEQA hearing Tuesday to determine if the City followed categorical law on this ridiculous policy,” he said. “They claim [the shuttles have] no significant environmental impact. “When it comes to displacement, when it comes to air quality and cancer rates, clearly these things are having a huge impact on San Francisco’s environment.”

And though the corporate shuttles do take cars off the road, if those same shuttles displace low-income workers into the suburbs, those low-income workers will then have to drive into San Francisco for work.

The tech workers get to ditch their cars, and the low-income workers will be forced to drive. Sounds just about as equitable as this poll.

If you’d like to see the poll for yourself, we’ve embedded the slides showing the results below.

San Francisco Shuttle Survey by FitztheReporter

Wired measures tech bus trips in a day

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The vaunted Google Bus pilot program is now in legal limbo as local activists appeal the deal to regulate the shiny behomoths, on environmental grounds. As we wait and see what the next step will be, one technology journalist decided to figure out for himself what the SFMTA says the pilot program aims to do: track the number of tech buses running around San Francisco.

Well, to be fair, Kevin Poulsen, investigations editor at Wired magazine, only tracked the buses flying by his home. But the process doesn’t seem too tough to replicate.

As he writes in his Wired post: 

“Last week, it occurred to me that I might start monitoring the local Wi-Fi environment to determine how often the Apple Bus really comes by. My wife guessed 10 times a day. I’d have said 20.”

So essentially, he used the Apple bus’ Wi-Fi, provided for their employees, to track movements of the bus. He didn’t make any bets on it, but if he had, it seems his wife would’ve lost. 

“After a week of reverse-wardriving, it appears the Apple Bus passes my house an average of 36 times a day, and is uncannily punctual, especially in the a.m., when the first bus reliably pops up on my Wi-Fi radar between 6:23:33 and 6:23:56 every morning.

The second bus passes four or five minutes later, the third 25-minutes after that, another at 6:58, give or take a minute. By 10 a.m. as many as 15 more Apple buses have passed. After that they become infrequent, and die out entirely a few minutes after 2:00 p.m., before they return in force at 5:00 p.m. — presumably taking Apple workers home. The last bus registers at about 10:15 at night.”

macadresses

The wifi trail shows how many times particular tech buses drove by this Wired journalist’s house.

Why care about tracking them in the first place? It’s about the impact of livability in the surrounding area, an idea that so far hasn’t been factored in to the $1 per stop, per day argument made by Mayor Ed Lee and the city.  Poulsen writes:

These buses are huge, intimidating, Greyhound-sized affairs, many of them double-deckers, that feel outsized on a relatively quiet street of single-family homes. I haven’t stockpiled much umbrage over them, but some of my neighbors who’ve lived here longer hate the buses. There’s something disconcerting about having your street turn into a major artery in the transportation infrastructure of a company 45 miles away, without so much as a mailer (“Hi! We’re Apple. We’ll be using your street for a while.”).

When the outrage over the $1 per stop, per day number spiked recently, a Google spokesperson said in a release, “San Francisco residents are rightly frustrated that we don’t pay more to use city bus stops. So we’ll continue to work with The City on these fees, and in the meantime will fund Muni passes for low-income students for the next two years.”

Until the SFMTA figures out ways to mitigate the impact of these buses, let’s hope more tech-inclined people track their impacts on the city. You can see the original Wired story here

Activists, union challenge Google bus pilot program

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San Francisco activists and labor filed an appeal of the controversial commuter shuttle (aka, the Google buses) pilot program to the Board of Supervisors today, alleging it was pushed through without a proper environmental review. 

The appeal was filed by a coalition of the Harvey Milk LGBT Democratic Club, SEIU 1021, The League of Pissed Off Voters, and Sara Shortt of the Housing Rights Committee. 

The shuttles, mostly to Silicon Valley tech firms, pick up passengers in Muni bus stops. The use of public bus stops would incur a $271 fine for private autos, and often do, but the shuttles have largely received a free pass from the city. Last month, the San Francisco Municipal Transportation Agency approved of a pilot plan hatched behind closed doors that allows use of 200 bus stops by the private shuttles, charging only $1 per stop, per day.

The appeal alleges that the program needed review under the California Environmental Quality Act, which asks for projects to be analyzed for, among other things, land use, housing, and public health impacts. 

“CEQA actually identifies displacement as an environmental impact,” attorney Richard Drury, who filed the appeal on behalf of the coalition, told us. “Almost no one knows that. Honestly I didn’t know that, until I started researching all of this.”

If the Board of Supervisors doesn’t back the appeal, there may be a court battle on the environmental impact of the shuttle stops, which increase rents and home prices nearby. 

Paul Rose, spokeserpson for the SFMTA, responded to the complaint in an email to the Guardian.

“We developed this pilot proposal to help ensure the most efficient transportation network possible by reducing Muni delays and further reducing congestion on our roadways,” Rose wrote. “We are confident that the CEQA clearance is appropriate and will be upheld.”

In the meantime, Drury told us, the coalition is performing environmental research of its own. It has experts from the US Environmental Protection Agency and other organizations analyzing diesel outputs from the shuttles, as well as the impact of shuttles on displacement. 

“CEQA review needs to have a review before they start the pilot, not after,” Drury said. “They’re basically doing it backwards: let’s have 200 stops and 35,000 people in the service, and figure out what happens.”

Some studies conducted already show that affluence rises wherever the shuttle stops are placed. One by Chris Walker, a 29 year old in Mumbai, India, shows rising property values in and around the Google bus stops from 2011 to 2013.

heatmap

This heatmap shows a rise in property values appreciated near shuttle stops.

“We see the Google Bus as a part of a larger effort to privatize public spaces and services, displacing both current residents and the public transportation system we rely on,” said Alysabeth Alexander, Vice President of SEIU Local 1021, in a statement. “San Francisco has a long history and tradition as a union town. With the tech takeover, San Francisco is becoming inhospitable to working class families. Our wages are stagnant, as the cost of everything is skyrocketing. This is a shame.”