Parking

alt.sex.column: Clip show

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alt.sex.column: Clip show

It’s a decade’s worth of last-week-of-the-year concerns!

1999

Q: Is it true that a small quantity of alcohol is increasing the sexual pleasure of the couple?

A It may be increasing the pleasure, but it may also be affecting the performance or making the sleep.

2000

Q: Felching, in fact, is the act of expelling flatus in another’s mouth. Surely you’ve already been notified by one of your other seven readers.

A: The word you actually want may be “eproctolagnia,” and it may not, but it certainly isn’t “felching.” We’ll ignore your last crack, which is unworthy even of you.

2001

Q: Male G-spot?

A: Words for female things and female people (including, of course, “female” itself) are traditionally back-formations of words for male things and male people. “Male G-spot” is an intrinsically ridiculous phrase, but it’s delightfully ass-backward. The proper term is “prostate gland,” but that doesn’t sound anywhere near as much fun.

2002

Q: Do I just tell my boyfriend I’ve been faking it?

A: There’s a sort of little half-lie that might work. (Oh, pleeaase people, don’t write and tell me that lying is always wrong. Nothing is always anything.) You could tell him that you thought you were coming all this time, and you guess you were, but this was some big breakthrough— you never thought it could feel like that!— and now you realize what you’d been missing, yada yada yada. This actually happens.

2003

Q: Should I try to share my boyfriend’s (he calls us best friends) hobbies: porn, strip clubs, and used panties?

A: I don’t think sharing his (formerly) secret life with him is the way to make him happy, not that I’ve dedicated my life to making your boyfriend happy or anything. I think he’s in the habit of pursuing a solitary sex life based on voyeurism and other people’s underwear, and that’s the way he likes it.

2004

Q: (Various opinions about the guy’s wife who blew an “alpha male” Chippendale in the parking lot)

A: Phrases like “alpha male,” with their shiny aura of scientific certainty, don’t mean nearly as much as people hope they do. Who is the alpha male? In the wolf pack, where the concept belongs, he’s probably easy enough to spot. (Not being one of those women who run with the wolves, I couldn’t tell you.) In human society, though? Is it the strong guy? The rich guy? The guy who is probably neither but looks good in a thong?

The writer’s wife didn’t blow the pretty-boy because he was the alpha Chippendale; she blew him because she was bored and had gotten drunk and it seemed like a good idea at the time.

2005

Q: “While going down on me he suddenly asked me to shit on his face.”

A: If one wrote me (oh, they have, they have) wondering how to broach the subject with a would-be partner, I’d probably say, “Whatever you do, don’t do what that girl’s date did.”

2006

Q: “Polyamory works for those committed to the hard personal work needed make it work. Of course, the same could be said of all other forms of relationships.”

A: Of course a good relationship requires attention and occasional maintenance — what living creature does not? — but the constant harping on work, work, work makes me tired and suspicious. The tired part needs no explanation; the suspicious part, well, what is paying a therapist if not “working on it?” I may be lazy (OK, I am lazy) but I maintain that you can tell you have a good relationship when it pretty much runs itself. “Oh, we work on our relationship constantly!” does not make me think, “Oh, good for you guys!” It makes me think, “Oh, bro-ther.”

2007

Q: Lap-dancing, etiquette, and feminism.

A: If you’re going to be a sex worker, you deserve to be treated with respect and decency, and what you say goes as far as who’s allowed to touch where with what and so forth. But come on. Into each stripper’s life a little semen must fall. If that’s absolutely not going to work for you, dance behind glass or get your Realtor’s license or something.

2008

Q: New Year’s resolutions.

A: Most of the “ew, yuck” reactions to your supposedly kinkier sexualities come from lack of information and fear of the unknown. So much of kink and fetish turns out to be harmless and often endearingly nerdly on closer inspection. Look behind the flames-of-hell clipart on any S–M information site and you’ll find a lot of software professionals and librarians earnestly comparing notes on how not to hurt each other playing with whips and chains.

2009

And so to bed. Happy New Year.

A walk with L.A.

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A walk with L.A.

CHEAP EATS For a while there I was running the airport shuttle and it was like the old days when I drove a van. One day I picked up my North Carolina sister L.A. and her husband, and the next, for example, I was dropping off Crawdad’s whole family. This was at an ungodly hour, like 6 a.m.

Knowing that L.A., an early bird to begin with, would be lagging some serious jet, I called her cell phone. They were sleeping at my nephew’s flat, their son’s flat, South of Market. It was 6:15, Saturday.

“Come on by,” L.A. said, not the faintest trace of sleep in her voice. So I did. I came by and picked her up, and we left the boys a-snoring and drove around and about and up and down and across, just generally drawing a big X over 2009 in San Francisco, and wondering about breakfast.

The thing about this particular sister is that she doesn’t seem to necessarily need to be always exactly eating. In other ways, though, we are a lot alike. For example, we have the same mom and dad. For another, our hair and noses are somewhat sorta similar.

L.A. is my favorite kind of vegetarian: the kind who eats bacon. But you have to talk her into it. All in all, she would rather go for a walk. I personally need some coffee at least, if not a full-on breakfast, before I can move about in any kind of consistently vertical fashion. My sister not only doesn’t need coffee, she doesn’t drink it. In short, I didn’t know what to do with her.

So I pointed us toward Glen Park, where we would walk, but drove real slow, hoping hard that a restaurant would open before we got there. Or a coffee house.

I wasn’t thinking about donuts …

And then there they were. There it was, on 24th Street between Hampshire and York, and miraculously the clock struck 7 a.m.. I had forgotten all about Dynamo. Alice Shaw the Person told me about it months or maybe years ago. And here it was, the home of bacon maple apple donuts, flipping on the lights, so to speak, exactly as we were driving almost aimlessly by.

I pulled over abruptly into one of 7,000 available parking spots, and then backed up into another one.

“Bacon donuts,” I explained.

“What?” said my vegetarianish caffeine-free sister. Did I mention she doesn’t eat sugar?

“Coffee,” I said. “Do you want to wait in the car?”

She didn’t. We went up to the sidewalk window and I ordered a coffee and a donut. A bacon donut, of course. Know how much it costs?

Three dollars. That’s just for the donut. With coffee, it was something like $5, which is more than most full-on meals cost where my sister lives.

She ordered a cup of hot water.

There’s one row of tables inside the place, and the tables have flowers on them. It’s a donut shop. There are flowers on the tables. My sister, who is older than me by three years, sat with her back to the wall, watching the bakers work the dough across the counter. They were young and cheerful and listening to good music.

I could almost actually see every single thing in my big sister’s brain shifting, resettling, jiggling into whole new places. It seemed like a good time to ask: “Do you want a bite?”

She didn’t say no, or yes. She sat there, her mouth a little bit open. Sugar gives her yeast infections. She had already told me this.

I sunk my teeth into my $3 bacon-grease-sautéed apple donut, glazed with maple and stuck with crumbled bacon. It’s not a big breakfast. It was already half-gone, but I love my sister, so I held the remaining half-donut to her, and she took it. And she took a bite.

And you could see that she was in immediate heaven, her eyebrows joining her hairline, and her hand reaching for her purse.

“Let’s get another one,” she said.

And we did. And Glen Park was beautiful. *

DYNAMO DONUTS

Tue. –Sat., 7 a.m.–5 p.m.; Sun., 9 a.m.–4 p.m.

2760 24th St., SF

(415) 920-1978

No alcohol

Cash only

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

Cleaner air for Oakland — but no one wants to pay for it

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Cleaner air for Oakland — but no one wants to pay for it

news@sfbg.com

GREEN CITY On Jan. 1, the Port of Oakland and surrounding areas will get cleaner air — and as many as 1,000 truck drivers may lose their jobs.

That’s when the port’s Clean Truck Management Plan (CTMP) takes effect, setting strict requirements for trucks operating in the port. The new rules are an effort to address the public health crisis in communities near the port, where diesel exhaust fumes have been contributing to rampant asthma and increased cancer rates.

While no one questions the need for cleaner air, there’s still a raging battle over who should pay to overhaul old, dirty trucks — and how to make it possible for small independent truckers not to lose their livelihoods.

The new regulations, set by the California Air Resources Board (CARB), ban all trucks older than 1994 from entering the port. Trucks built between 1994 and 2003 are allowed if they’re retrofitted with a special filter, which by most estimates costs between $20,000 and $25,000.

Eventually CARB’s regulations will reduce diesel particulate matter emissions by 90 percent in areas most affected by the noxious pollution.

The problem — at least for some of the drivers — is that two-thirds of the trucks running cargo in and out of the Oakland port are run by independent owner-operators, who say they don’t make enough money on the cargo runs to pay for cleaner trucks or upgrades.

The Coalition for Clean and Safe Ports of Oakland (CCSP) is campaigning with Teamsters Union members and some truckers and Congress members to take the burden off independent owner-operators. But some say the industry model itself is the problem — that all the drivers should be employees of larger trucking firms that can pay for the latest equipment.

"The lack of resources among [independent owner-operators] and the inefficiencies in the current system strongly favor a more employee-oriented drayage sector," states an economic impact report on the issue commissioned by the port and prepared by Beacon Economics.

Currently the drivers wait, engines idling, an average of 3.6 hours at or in the terminal. That’s in part because they don’t get hourly pay — which gives the shippers and trucking contractors little incentive to hurry things.

As independent trucker Abdul Khan puts it: "Everybody certainly wants to have clean air. I might not be happy with this law, but I’m the one in this business being affected by this pollution." Still, with a 2003 engine in his truck, he expects to be out of a job come Jan. 1.

Khan has been a driver at the Port of Oakland for five years. He and his wife and child had to leave their home of 15 years to move in with his brother after fuel prices rose by 300 percent last year.

Khan has been without health insurance for his entire trucking career. The Beacon report states that "most [independent owner-operators] do not have health insurance from any source." Yet they are among those who suffer most from breathing the polluted air all day at work.

In some ways, the problem is the result of the 1990s-era deregulation of the trucking industry. In November, 24 members of California’s Congressional delegation, including East Bay Democratic Reps. Barbara Lee, Pete Stark, and George Miller, signed an open letter to the chairman of the House Transportation and Infrastructure committee encouraging members of the House to "consider making changes to [federal law] so that California ports can successfully implement and enforce needed truck management programs."

The Federal Aviation Administration Authorization Act was supposed to standardize the regulation of cargo carriers and encourage competition. But mistreatment of drivers and detrimental working conditions are, says CCSP director Doug Bloch, some of the consequences of deregulation, which essentially bars local or state governments from legisutf8g industry working conditions.

The Port of Oakland, the Environmental Protection Agency, and the Bay Area Air Quality Management District set up a grant fund to help drivers retrofit their equipment to meet the new standards, and some did. But others who sold their older trucks and bought upgradeable models lost out when the money ran dry.

Robert Bernardo, spokesperson for the port, told us the grants were unusual: "Typically, whenever a regulation comes into effect, by CARB or DMV, it’s incumbent upon business owners to purchase any upgrades," he explained.

That’s not a simple story, though, since the finances of port shipping are immensely complex. In theory, the bigger players in the industry — the large trucking companies and the corporations doing most of the shipping — have the access to capital for creating an ecologically-sound fleet and more power to negotiate shipping prices.

When items are shipped from overseas, shipping lines set the prices. Since the commerce is international, there’s no regulation of anything, including prices. The shipping lines set the prices for the trucking companies, which in turn tell the independent truckers what they’ll pay per load. The independently-contracted drivers have no leverage at all.

Matt Schrap, an intermodel transport expert at the California Truckers Association, notes that international shipping rates "are negotiated somewhere in Shanghai and set by steamship lines. Then you go into contract for two to three years at locked-in rate." Since the steamship lines aren’t subject to antitrust laws, he warns of their ability to collude in price-setting.

So the debate has become as much about labor issues as the environment. Some activists argue that the entire economic model of independent drivers contracting with trucking firms is unworkable, and would prefer to see all the drivers become employees. Not all drivers want that; some are happy with being independent. And the trucking contractors love the current system, since they pay no benefits.

Valerie Lapin, spokesperson for the Coalition of Clean and Safe Ports in Oakland, says that that port drivers are misclassified as independent. She explains that typically they can only work for one company, which tells them where and when to go. With the current classification, trucking companies "skirt all responsibility for paying taxes and benefits. Drivers have to pay for everything — trucks, fuel, maintenance, registration, and parking. And [the trucking companies] pay them really low wages."

The fate of the new regulations may depend on what happens to a legal battle at the Port of Los Angeles. L.A. has sought to mandate that trucking companies hire drivers as employees, and the port would allow only newer, cleaner trucks to enter.

But the American Trucking Association sued the port under FAAAA, saying the law bars the city from requiring employee-drivers. The courts put the program on hold until further hearings, scheduled for May 2010.

Paying with our Health, a 2006 report by the Pacific Institute assessing the practicality of "ditching dirty diesel" to improve health in the communities suffering from freight transport pollution, concluded that "the industry is quite capable of standing on its own and paying for cleaner technologies, instead of standing on the backs of California’s poor and minority communities."

It’s not clear what the truckers who own banned trucks will do come Jan. 1. Some say they will look for work elsewhere.

And there’s still the issue of whether the port will have enough clean trucks to haul all the cargo. Bernardo insists that won’t be a problem. Others, including Wayne Steinberg, terminal manager at Horizon Lines, an all-employee based trucking company with a fleet in full compliance, says the company is "extremely concerned about not having enough drivers Jan. 1."

Missed buses

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Missed buses

news@sfbg.com

Buses seemed more crowded than usual the weekend of Dec. 5-6 as the San Francisco Municipal Transit Agency implemented what it called "the most significant change in more than 30 years," which altered more than half of Muni routes and upset some frequent riders.

The changes were made to save money, although some routes were beefed up in the process. For example, the 26 Valencia was eliminated because of low ridership, but the 14 lines along nearby Mission Street were expanded with longer operating hours and more stops to compensate for discontinued routes. The 9X, 9AX, and 9BX Bayshore Express lines that go through Chinatown have been reorganized and renumbered 8X, 8AX, and 8BX.

"We have a lot of duplicate service either one or two blocks away from another service," SFMTA Executive Director Nathaniel P. Ford said about the reductions and reorganization at a Dec. 2 press conference.

The new route changes are part of a comprehensive plan to deal with dwindling resources and close a $129 million budget deficit. But it will take time for the changes to yield cost savings. "The actual service we are putting on the street — bus-by-bus, dollar-by-dollar — it’s almost a net zero gain in terms of savings," Ford said.

He said the real savings come from the changes made in the bus operator schedule. The projected annual savings from the operator schedule is calculated to be $3.2 million annually. The key element of the route changes is efficiency. "In this particular case, we have been able to enhance the system and maximize our resources overall," Ford said.

But many riders aren’t happy with the changes, and the transit agency still faces an additional $45 million deficit for this fiscal year, partly because it has yet to move forward with plans to extend parking meter hours (see "We want free parking!" Oct. 28) or pursue other revenue generators.

Upset riders

SFMTA says it deployed about 150 agency employees throughout the city as ambassadors to help riders make sense the route changes. No ambassadors were seen over the weekend when the Guardian went out to check out the changes in Chinatown and the Mission District, although notification signs in English, Spanish, and Chinese were posted.

"We do not want customers waiting for buses, for example, that are not coming," said Julie Kirschbaum, project manager of the Transit Effectiveness Project (TEP), the study on which the route changes were based. "And so we are working very hard to interact with customers."

Not hard enough for those in the Chinese-American community, according to a Nov. 19 Streetsblog San Francisco article. Community advocates report the agency didn’t thoroughly inform Chinatown and Visitacion Valley residents about renumbering the Bayshore Express.

When the Guardian asked Ford about this lack of communication, he said that his agency has tried to work closely with the Chinese-American community and other non-English speaking communities. "I think there’s an opportunity for us to continue the dialogue in terms of our communication and outreach," Ford said. He also expects to receive some "positive and not-so positive" comments in the coming weeks.

Some working-class riders are naturally upset over the discontinued routes, particularly the 26 Valencia. Apartment maintenance worker Norm Cunningham said he "wished they hadn’t" discontinued the 26, because it was less crowded than the 14 Mission, which will bear the brunt of diverted passengers. "Now I have no choice but to take the 14," Cunningham told us.

Fast-food worker Damon Johnson said he has already noticed a change in what he called "one of the more reliable" transit systems, including unnecessary delays. "It’s starting to become unreliable," Johnson said. "Now it’s just like the rest of them." Rider Christina Lowery said Muni is still reliable, but she is bummed out by the fare increases, which this year climbed to $2 a ride. Cunningham fears that eventually the price will go up even more. In fact, monthly passes have spiked to $55, and an additional $5 increase is expected next month.

Ford is aware of the financial burden on passengers and said no further increases are currently being considered to solve the budget crisis. Mayor Gavin Newsom also addressed the issue Dec. 3, telling the Guardian: "I don’t want to see an increase in Muni fares."

Ongoing problem

At the moment, Ford said, SFMTA is "100 percent focused" on the route changes, although the budget crisis is always lurking in the background. "We are working with the MTA board as it relates to potential solutions to that $129 million dollar deficit."

As to the stalled proposal to extend parking meter hours that could bring in more revenue, the discussion is ongoing, Ford said. "We have committed to do some meetings with the business communities, and we will bring all of that back to the MTA board at some juncture in terms of making some decisions to close that budget gap."

But future service cuts and additional route changes are possible as a way of dealing with the "physics of our finances," as Ford put it. "Our budget continues to be a challenge but I think this is a great first step in increasing our ridership for the system by providing better service on those corridors that seem to need more capacity, more frequency."

The silver lining for Ford is that this rollout has forced his agency to take a hard look at streamlining Muni. SFMTA officials expect to make further changes and tweaks to Muni over the next six months. For now, you can visit www.sfmta.com or call 311 to see how your commute is affected.

Don’t rush the Candlestick EIR

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Don’t rush the Candlestick EIR

EDITORIAL The Candlestick Point redevelopment project is by far the biggest land-use decision facing San Francisco today, and one of the most significant in the city’s modern history. The project, sponsored by Lennar Corp., would bring 10,500 housing units and 24,000 additional residents to the area. Those residents would need new schools, playgrounds, open space, and transportation systems. Industrial and commercial development would create some 3,500 permanent jobs, and those people would need ways to get to work. Plans calls for new roadways, including a bridge over the fragile Yosemite Slough. The 708-acre site includes areas with significant toxic waste issues.

It’s no surprise that the draft environmental impact report on the project weighs in at 4,400 pages. It took two years to review the land use, transportation, air quality, water quality, population, employment, noise, hazardous materials, and other potential issues.

And now the Planning Department and Redevelopment Agency wants all public comment to be completed in a 45-day period that includes the winter holidays. That’s crazy – and it’s a sign that the city just wants to rush this project through without adequate oversight, review, or discussion.

The EIR in a project this size is a major political battleground. It’s one of the few times that the Planning Commission and Board of Supervisors will get to weigh in on the entire project and look at its local and citywide impacts. It’s quite possibly the only time prior to construction when the economic, social, and environmental issues around the project will get widespread public discussion.

And anyone who reads these reports on a regular basis can tell you that they’re thick, dense, tough to follow, and filled with minute details and arcana that add up to very big policy decisions. Among the most pressing issues:

• The housing mix. The city’s own General Plan notes that almost two-thirds of all new housing built in San Francisco needs to be available at below-market rates. Lennar won’t even meet half that target. So the project would create an even greater unmet demand for affordable housing — something the EIR, at least on first read, glosses over. The report refers to “a broad range of housing options of varying sizes, types, and levels of affordability [that would] be developed at Candlestick Point” and states that “such housing would be in close proximity to the jobs provided by the project, [so] it is likely that future employees at Candlestick Point would seek housing at the project site prior to searching for housing in the surrounding Bayview-Hunters Point neighborhood. However, if future employees did seek housing elsewhere in the neighborhood, the effects would not be adverse.”

Actually, if comparatively well-paid employees at the project’s research and development facilities decided to move into the existing Hunters Point/Bayview neighborhood, it would almost certainly drive up housing prices, displacing existing residents.

• Transportation options. The project projects significant improvements in Muni service — but doesn’t say how the city will pay for them. There’s a sizable focus on cars — the EIR estimates the project will need more than 21,000 parking spaces. That’s a lot more cars on the streets of the city, a lot more traffic in the southeast — and a direct clash with the city’s transit-first policies.

• What jobs, and for whom? The 3,500 permanent jobs that would be created are badly needed in that neighborhood, which has the highest unemployment rate in the city. But a comprehensive labor pool study, and a discussion of how existing residents will be trained for projected jobs, appears to be missing from the EIR.

• Hazardous materials. The EIR broadly proclaims that “construction activities associated with the project would not result in a human health risk involving the disturbance of naturally occurring asbestos, demolition of buildings that could contain hazardous substances in building materials, or possible disturbance of contaminated soils or groundwater within one-quarter mile of an existing school.” That is — at the very least — a matter of some dispute.

There’s lots more – 4,400 pages more – and if the approval process is going to be anything other than an utter farce, the Planning and Redevelopment directors need to extend the public comment period for at least another 45 days. *

Muni cutbacks start this weekend

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By Steven T. Jones
public_trans_muni.jpg
Before you wait for your usual bus or train this weekend, check here for new changes to Muni routes and schedules. Here’s what I wrote about the changes in this week’s Guardian:

Service reductions that will affect about half of all Muni routes start Dec. 5, the result of San Francisco Municipal Transportation Agency’s early summer deal to close a $129 million budget deficit for the current fiscal year. And that’s just the beginning of the bad news.

Less than halfway through this budget cycle, SFMTA is already looking at an additional $45 million deficit, partly because of the agency’s failure to follow through on plans to increase parking revenue, such as the stalled proposal to extend parking meter hours.

So additional layoffs and Muni service reductions or even another fare hike are possible, even though Muni fares have already doubled to $2 since Gavin Newsom became mayor. SFMTA officials say midyear budget reduction decisions will be made by the SFMTA Board of Directors over the next two months.

Holiday blues

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Holiday blues

rebeccab@sfbg.com

Ethea Farahkhan lost her city job Nov. 29, when a round of city layoffs impacting front-line workers took effect.
Farahkhan, a woman of color who was an administrative assistant at San Francisco’s Department of Children, Youth and their Families, said she would have a job if it weren’t for Mayor Gavin Newsom’s decision not to spend money approved by the Board of Supervisors to save people from job losses during the holiday season.

The layoffs rippled through city government as DPH employees with seniority exercised “bumping rights” to replace employees like Farahkhan, who was hired three years ago.

“No one’s in a festive mood. We’re concentrating on making mortgages and buying food to put on our table,” Farahkhan told us when we caught up with her Thanksgiving eve. “I know San Francisco is not exempt from the economic crisis,” she added, “but I feel like our mayor is out of touch. He’s never been in this position.”

If DPH layoff had been covered by existing funds and incoming grant money, as directed by a veto-proof, 8-3 vote of the Board of Supervisors on Nov. 24, she said, “I would definitely have a job to go to.” Instead, Mayor Gavin Newsom announced after the board vote that he was refusing to spend the reallocated funding to halt the 478 DPH layoffs and reassignments.

Farahkhan’s union, Service Employees International Union (SEIU) Local 1021, spent months trying to save these jobs, finally winning over the final supervisor needed to overcome a veto, Sup. Sophie Maxwell, shortly before the vote. Then, for the second time in as many months, the head of the executive branch announced that he would simply ignore the legislative branch.

The impasse doesn’t bode well for a city that’s about to wrestle with a record midyear budget deficit again.
In October, Newsom declared that he would ignore the board’s passage of legislation — by the same 8-3 vote that could override a mayoral veto — to prevent deportation of undocumented youth in custody until they are convicted. It was the first of two actions that seemed to answer the question of whether the mayor is willing to work with the supervisors on the toughest problems facing the city.

That was the question raised last summer when the board discussed a budget analyst’s report that Newsom had either cut or refused to spend about $15.6 million of the $37.5 million that supervisors approved in budget add-backs for the 2008-09 fiscal year. With the mayor cutting 42 percent of program funding that the board fought to restore, trust was already eroding.

During budget deliberation, some progressive supervisors unsuccessfully tried to place hundreds of millions of dollars on reserve, which would give the board some leverage to force Newsom to honor his pledge to work with supervisors on midyear budget cuts, but the board ultimately decided not to do so.

The mayor’s latest rejection came after a long, embittered battle with the union. SEIU members resorted to drastic measures — staging protests in traffic intersections, distributing flyers outside Newsom’s PlumpJack restaurants, barging into his office unannounced singing civil-rights era ballads — to pressure the mayor. But neither those media stunts, nor compromise solutions developed by Sups. John Avalos, Bevan Dufty, and Board President David Chiu, could persuade Newsom to go along with revisiting the DPH cuts.

“Mayor Newsom cannot spend funds the city does not have,” Newsom’s press secretary, Joe Arellano, told the Guardian when asked for an explanation. “The board action didn’t provide any new money — it takes dollars already being used to pay other employees’ salaries.”

The money allocated by the board was already destined for salaries and benefits of other DPH employees, but Sups. Avalos, Chris Daly, and Ross Mirkarimi argued that new federal dollars en route to the city via state and federal channels would bring the department budget back into balance. An estimated $34 million in federal funding is expected to flow into city coffers for health services by mid-2010, but Arellano indicated that the mayor intends to use that money to help balance next year’s deficit.

As the city considers midyear slashes to cope with next year’s monstrous $522 million shortfall, the spirit of cooperation that Newsom publicly emphasized at the outset of last year’s budget cycle now seems dead. Chiu told the Guardian that the only way the board was able to achieve a palatable budget back in July was through controversial partnership with the Mayor’s Office. But when supervisors approached Newsom with alternative solutions for restoring the DPH layoffs, “the mayor was not interested in exploring these different options,” Chiu explained.

Now, Chiu said he’s worried by the implications of the mayor’s defiant approach to the board. “We have two branches of government — legislative and executive. Eleven of us are required to set laws for the city, and the mayor is supposed to carry it out. I hope and believe that the mayor would respect the roles of our respective branches,” Chiu said, carefully choosing his words when asked for his perspective on this trend. “I don’t know how we are going to get through next year if we can’t … not just agree to disagree, but figure out where we agree.”

Chiu’s persistent search for common ground stands in contrast to Daly’s more adversarial approach. In July, just before the board signed off on the 2009-10 budget, Daly floated a proposal to place $300 million on reserve — which would require additional board action to spend, thereby giving supervisors some leverage — but it failed to pass.

Daly also proposed a placing a charter amendment on the ballot that would have required the mayor to fund certain board-approved programs that supervisors deemed especially important. But that failed too when only Sups. Mirkarimi, David Campos and Eric Mar supported it. In a recent conversation with the Guardian, Daly indicated that this possibility could be revived. “It doesn’t matter how many supervisors it takes” to pass legislation, Daly said. “[The mayor] wants to govern unilaterally, and that’s not okay.”

As for the mayor’s latest announcement that he wouldn’t spend the money to restore DPH salaries, Daly said it’s not over yet. “There will be meetings. There will be discussions,” he said. “We’re going to move on this.”

At the same time, midyear cuts are speeding through the pipeline. By Dec. 4, city department heads will have to figure out how to slash their current budgets by 4 percent. By Feb. 20, Newsom is asking for plans to cut an additional 20 percent, plus an extra 10 percent in contingency funding in order to address next year’s gaping deficit.

Those “adjustments,” as they’re called in bureaucratic jargon, promise to be painful. As the next city budget squabble comes into focus on the horizon, the question of revenue measures is still out there and isn’t helped by the current acrimony at City Hall.

Progressive supervisors are also moving to tackle spending areas they deem wasteful, such as a surge in high-dollar management salaries or some of the mayor’s pet projects. Newsom is angling for opening the condo conversion floodgates by letting people buy their way out of the lottery system — a one-time moneymaker that progressives find repugnant because it depletes rental-housing stock.

As the city grows more financially anemic, accusations of mismanagement abound. After the board’s vote on DPH cuts, Newsom was quoted in the San Francisco Chronicle saying that progressive supervisors are in a “reality-free zone.”

But Farahkhan and other SEIU employees who are facing layoffs during the holidays believe Newsom is the one who is living on a different planet. “He’s at the top of the pay scale,” Farahkhan said, “and out of touch with everyday working people.”

——-

MUNI CUTS BACK SERVICE

Service reductions that will affect about half of all Muni routes start Dec. 5, the result of San Francisco Municipal Transportation Agency’s early summer deal to close a $129 million budget deficit for the current fiscal year. And that’s just the beginning of the bad news.
Less than halfway through this budget cycle, SFMTA is already looking at an additional $45 million deficit, partly because of the agency’s failure to follow through on plans to increase parking revenue, such as the stalled proposal to extend parking meter hours (see “We want free parking!” Oct. 28).
So additional layoffs and Muni service reductions or even another fare hike are possible, even though Muni fares have already doubled to $2 since Gavin Newsom became mayor. SFMTA officials say midyear budget reduction decisions will be made by the SFMTA Board of Directors over the next two months.
But for now, to find out how this week’s Muni service reductions will affect you, visit www.sfmta.com. (Steven T. Jones)

Seizing space

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Seizing space

steve@sfbg.com; molly@sfbg.com

San Francisco’s streets and public spaces are undergoing a drastic transformation — and it’s happening subtly, often below the radar of traditional planning processes. Much of it was triggered by the renegade actions of a few outlaw urbanists, designers, and artists.

But increasingly, their tactics and spirit are being adopted inside City Hall, and the result is starting to look like a real urban design revolution — one that harks back to a movement that was interrupted back in the 1970s.

One of the earliest signs of the new approach emerged in 2005 on the first Park(ing) Day, the brainchild of the hip, young founders of the urban design group Rebar. The idea was simple: turn selected street parking spots around San Francisco into little one-day parks. Just plug some coins in the meter to rent the space, then set up chairs or lay down some sod, and kick it.

It was a simple yet powerful statement about how San Franciscans choose to use public space — and the folks at Rebar expected to get in trouble.

“When we did the first Park(ing) Day in 2005, JB [a.k.a. John Bela] and I were just prepared to be arrested and hauled into court,” Rebar’s Matthew Passmore told us at a recent interview in the group’s new Mission District warehouse space. “But nothing like that happened.”

Instead, City Hall called. 079_realcover.jpg Rebar’s Blaine Merker, Teresa Aguilera, Matthew Passmore, and John Bela at their carfreee space at Showplace Triangle

“We got a call from the director of city greening, who said this is great, I want to meet with you guys and talk about how the city can support this kind of activity,” Passmore said. “Much to our surprise, the city was totally responsive as opposed to shutting us down and imprisoning us.”

Bela said the group discovered that Mayor Gavin Newsom’s administration was looking for just the sort of innovative, cool, environmental ideas that were Rebar’s focus. And that connection merged with other people’s efforts — like sidewalk-to-garden conversions being pioneered by Jane Martin, the urban gardening and bicycling movements, and the unique public art that was making its way back from Burning Man. That created a catalyst for a wide array of city initiatives, from the Sunday Streets road closures to temporary art installations that began popping up around the city to the Pavement to Parks program that creates short-term parks in underutilized roadways.

“It was a single interaction five years ago, and now we have things like Sunday Streets,” Bela told us on Sept. 18’s Park(ing) Day, in which various individuals and groups took over more than 50 parking spots around town. “It’s about reclaiming the streets for people.”

Park(ing) Day itself blew up, becoming a worldwide phenomenon that is now in 151 cities on six continents, and one that the Mayor’s Office is planning to turn into a more permanent plan, with the regular conversion of some parking spots on commercial corridors into outdoor seating areas.

“You had a few guys and a girl who had an idea and now it’s an international event,” Mike Farrah, a longtime Newsom lieutenant who now heads the Office of Neighborhood Services and has been the main contact in City Hall for Rebar and similar groups, told the Guardian.

Locally, the success of events like Park(ing) Day have changed San Francisco’s approach to urban spaces, particularly on land left dormant by the economic downturn. Rebar, the permaculture collective Upcycle, and former MyFarm manager Chris Burley plan to turn the old Hayes Valley freeway property near Octavia, between Oak and Fell streets, into a massive community garden and gathering space. Plans are being hatched for temporary uses on Rincon Hill properties approved for residential towers. “Green pod” seating areas are sprouting along Market Street and there are plans to extend the Sunday Streets road closures next year. And, perhaps most amazingly, most projects are being accomplished with very little funding.

How has San Francisco suddenly shifted into high gear when it comes to creating innovative new public spaces? The key is their common denominator: they’re all temporary. As such, they don’t require detailed studies, cumbersome approval processes, or the extensive outreach and input that can dampen the creative spark.

But San Francisco is starting to prove that dozens of short-term fixes can add up to a true transformation of the urban environment and the citizenry’s sense of possibility.

 

EVOLUTION OF THE PRANK

Rebar began as a group of friends and artists who came together to enter a design contest in 2004. Passmore was a practicing lawyer and Bela was a landscape architecture student at UC Berkeley. They chose the name Rebar for future collaborations, the first of which was Park(ing) Day.

Passmore, who had a background in conceptual art before going to law school, discovered a legal loophole that might allow for anything from a burlesque performance to a temporary swimming pool to be installed in metered parking spaces. Bela recruited Blaine Merker, a fellow landscape architecture student with whom he’d won a design competition, to join the effort.

Park(ing) Day was a hit, getting great press and igniting people’s imaginations. “We realized after we did it, like, oh, people are really getting this,” Merker said. And Rebar was off. In the following years they added a fourth principal, graphic designer Teresa Aguilera, and took on a number of acclaimed projects: planting the Victory Garden in Civic Center Plaza, building the Panhandle Bandshell from old car hoods and other recycled parts, creating COMMONspace events (from “Counterveillance” to the “Nappening”) in privately-owned public spaces, and designing the Bushwaffle (commissioned for the Experimenta-Design biennale in Amsterdam) to help soften paved urban spaces and create a sense of play.

Through it all, the group maintained its prankster spirit. When they were invited to present the Bandshell project at the prestigious Venice Biennale festival, Rebar members showed up costumed as Italian table-tennis players (a joke that mostly baffled other attendees, they said).

They told us every project needed to have a “quotient of ridiculum.” Or as Bela put it, “That’s how we know project has evolved to the right point — when we’re on the floor laughing.”

As Rebar found success, it was still mostly a side project for members who had other full-time jobs. “We were all playing hooky all the time,” said Merker, who, like Bela, joined a landscape architecture firm after he finished school. “It just got worse and worse.”

So now, they’re trying to turn their passion into a profession, recently moving into a cool warehouse office and workspace in the Mission. “We’re shifting our practice a little to have the same sort of spirit but trying to figure out how we can make that an occupation,” Merker said.

It’s also about moving from those short-lived installations to something a little more lasting, even while working within the realm of temporary projects. As Aguilera said, “A lot of the projects we started with were creating moments to maybe think about. But we’re shifting into more permanent ways to interact with the city.”

They may not be sure where they’re headed as an organization, but they have a clear conception of their canvas, as well as the traditions they draw from (including movements like the Situationists and artists such as Gordon Matta-Clark, who worked in urban niche spaces) and the fact that they are part of an emerging international movement to reclaim and redesign urban spaces.

“We’re not the originators of any of this stuff,” Bela said. “It’s like emerging phenomena happening in cities all over the world. We just happened to have plugged into it early on and we continue to push it.”

 

EXPANDING THE POSSIBLE

Rebar is strongly pushing a reclamation of spaces that have been rather thoughtlessly ceded to the automobile over the last few decades. “Street right-of-way is 25 percent of the city’s land area. A quarter of the city is streets,” Bela said. “And those streets were designed at the time when we wanted to privilege the automobile.

“So basically, there’s all this underutilized roadway,” he continued. “It’s asphalt and it’s pavement, and the city wants to reclaim some of those spaces for people. That’s a thread we’ve been exploring in our work for a long time, and now it’s elevated up to a citywide planning objective.”

The short-term nature of the projects comes in part from political necessity: temporary projects are usually exempt from costly, time-consuming environmental impact reports. Demonstration projects also don’t need the extensive public input that permanent changes do in San Francisco. But there’s more to the philosophy.

“It stands on this proposition that temporary or interim use does actually improve the character of the city,” Passmore said. “People used to think that if something is temporary or ephemeral, what good is it? It’s just here today, gone tomorrow. But I think now people are realizing that the city can be improved like this.”

And it goes even deeper than that. When people see parking spaces turned into parks, vacant lots blossoming with art and conversation nooks, or old freeway ramps turned into community gardens, their sense of what’s possible in San Francisco expands.

“What we’re remodeling is people’s mental hardware. It’s like stretching. You have to bend something a little more than it wants to go, and the next time you do that, it’s that much easier,” Merker said.

“There’s also a psychological aspect to that. When people see a crack in the Matrix open up, if you will, it can open up a whole lot more than just that one moment,” he said.

For those who have been working on urbanism issues in San Francisco for a long time, like Livable City director Tom Radulovich, this new energy and the tactic of conditioning people with temporary projects is a welcome development. “There is a huge resistance to change in San Francisco, no matter what the change is, and a lot of that stems from fear,” Radulovich said. But with temporary projects, he said, “you can establish what success looks like from the outset.”

 

BUILDING ALLIANCES

The Rebar folks have been fairly savvy in their approach, making key friends inside City Hall, people who have helped them bridge the gap between their idealism and what’s possible in San Francisco.

“We are a process-driven city, and temporary allows you to create change without fear,” Farrah told us. He said the partnership between the Mayor’s Office and community groups that want to do cool, temporary public art really began in the summer of 2005 with the Temple at Hayes Green by longtime Burning Man temple builder, David Best.

Farrah had connections to the Burning Man community, so he facilitated the placement of the temple along Octavia Boulevard, then one of the city’s newest and least developed public spaces. Next came the placement of another Burning Man sculpture, Flock by Michael Christian, in Civic Center Plaza that fall. Both projects got funding and support from the Black Rock Arts Foundation, a public art outgrowth of Burning Man.

“I saw, after some of the temporary art and special events, how it’s changed people’s ideas about what’s possible,” Farrah said. “There has been a change in the way people view the streets.”

That got Farrah thinking about what else could be done, so he approached BRAF’s then-director Leslie Pritchett and Rebar’s Bela, telling them, “I need you to look at San Francisco like a canvas. Tell me the things you want to do, and I’ll tell you if it’s possible or not. And that’s led to a lot of cool stuff.”

Livable city advocates like Radulovich — progressives who are generally not allied with Newsom and who have battled with him on issues from limiting parking to the Healthy Saturdays effort to create more carfree space in Golden Gate Park — give the Mayor’s Office credit for its greening initiatives.

He credits Greening Director Astrid Haryati and DPW chief Ed Reiskin with facilitating this return to urbanism. “He’s really responsive and he gets it,” Radulovich said of Reiskin. “This is really where a lot of energy is going in the mayor’s office. It seems to have captured their imaginations.”

Another catalyst was last year’s visit by New York City transportation commissioner and public space visionary Janette Sadik-Khan, who met with Reiskin and Newsom on a trip sponsored by Livable City and the San Francisco Bicycle Coalition. Radulovich said her message, which SF has embraced, is that, “There are low-cost, reversible ways you can reclaim urban space in the near term.”

The Mayor’s Office, SFBC, and Livable City partnered last year to create Sunday Streets, which involved closing streets to cars for part of the day. The events have proven hugely successful after overcoming initial opposition from merchants who now embrace it.

Then there’s the Pavement to Parks program — which involves converting streets into temporary parks for weeks or months at a time — that grew directly from the Sadik-Khan visit. Andres Power, who directs the program for the Planning Department, told us the visit was a catalyst for Pavement to Parks: “She came to the city a year ago and inspired my director, Ed Reiskin.”

“We’re rethinking what the streets are and what they can be,” Power said. “It’s rewarding to see this stuff happen and to be at the forefront of a national effort to imagine what our streets could be.”

 

DE-PAVE THE CONCRETE

Pavement to Parks launched last year, a multiagency effort with virtually no budget, but the mandate to use existing materials the city has on hand to turn underutilized streets into active parks. “It looks at areas where we can reclaim space that’s been given over to cars over the decades,” Power told the Guardian.

At the first site, where 17th Street meets Market and Castro, the city and volunteer groups used planters and chairs to convert a one-block stretch of street that was little-used by cars because of the Muni line at the site.

“We bent over backward to make the space look temporary,” Power said, noting the concern over community backlash that never really materialized, leading to two time extensions for the project. “But we’re now ready to revamp that whole space.”

Another Pavement to Parks site at Guerrero and San Jose streets was created by Jane Martin, whom Newsom appointed to the city’s Commission on the Environment in part because of the innovative work she has done in creating and facilitating sidewalk gardens since 2003.

As a professional architect, Martin was used to dealing with city permits. But her experience in obtaining a “minor sidewalk encroachment permit” to convert part of the wide sidewalk near a building she owned on Shotwell Street into a garden convinced her there was room for improvement.

“At that point, I was really jazzed with the result and response [to her garden] and I wanted to make it so we could see more of it,” she said. So she started a nonprofit group called PlantSF, which stands for Permeable Lands As Neighborhood Treasure. Martin worked with city agencies to create a simpler and cheaper process for citizens to obtain permits and help ripping up sidewalks and planting gardens.

“We want to de-pave as much excess concrete as possible and do it to maximize the capture of rainwater,” she said.

Martin said the models she’s creating allow people to do the projects themselves or in small groups, encouraging the city’s DIY tradition and empowering people to make their neighborhoods more livable. More than 500 people have responded, creating gardens on former sidewalks around the city.

“We’ll get farther faster with that model,” she said. “It’s really about engaging people in their neighborhoods and helping them personalize public spaces.”

San Francisco has always been a process-driven city. “We in San Francisco tend to plan and design things to death, so as a result, everything takes a very long time,” Power said.

But with temporary projects under Pavement to Parks, the city can finally be more nimble and flexible. Three projects have been completed so far, and the goal is to have up to a dozen done by summer.

“We’re working feverishly to get the rest of the projects going,” Power said.

One of those projects involves an impending announcement of what Power called “flexible use of the parking lane” in commercial corridors like Columbus Avenue in North Beach. “We’re taking Park(ing) Day to the next level.”

The idea is to place platforms over one or two parking spots for restaurants to use as curbside seating, miniparks, or bicycle parking. “The Mayor’s Office will be announcing in the next few weeks a list of locations,” Power said. “There have been locations that have come to us asking for this.”

“The idea is to do a few of these as a pilot to determine what works and what doesn’t. The goal is to use their trial implementation to develop a permanent process,” Power said. “We want to think of our street space as more than a place for cars to drive through or park.”

Rebar was responsible for the last of the completed Pavement to Parks projects. Known as Showplace Triangle, it’s located at the corner of 16th and Eighth streets in the Showplace Square neighborhood near Potrero Hill. For Rebar, it was like coming full circle.

“We started doing this stuff about five years ago, finding these niches and loopholes and exploring interim use as a strategy for activating urban space,” Bela said. “And to our surprise, what we perceived as a tactical action is now being embodied by strategic players like the Planning Department.”

 

REUSE, RECYCLE, REINVENT

The Rebar crew was like kids in a candy store picking through the DPW yard.

“These projects are all built with material the city owns already, so we had the opportunity to go down to the DPW yard and inventory all of these materials they had, and figure out ways to configure them to make a successful street plaza,” Bela said.

So they turned old ceramic sewer pipes into tall street barriers topped by planter boxes, and built lower gardens bordered by old granite curbs.

“We are trying to be as creative as possible with the use of materials the city already has on hand,” Power said. In addition to the DPW yard that Rebar tapped for Showplace Triangle, Power said the Public Utilities Commission, Port of SF, and the Recreation and Parks Department all have yards around the city that are filled with materials.

“They each have stockpiles of unused stuff that has accumulated over the years,” he said.

For her Pavement to Parks project on Guerrero, Martin used fallen trees that originally had been planted in Golden Gate Park — pines, cypress, eucalyptus — but were headed for the mulcher. Not only were they great for creating a sense of place, they offered a nod to the city’s natural history.

But perhaps the coolest material that had been sitting around for decades was the massive black granite blocks that Rebar incorporated into Showplace Triangle. “One of the most interesting materials that we used in Showplace Triangle was the big granite blocks from Market Street that were taken off because merchants didn’t like people encamping there. They were too successful as spaces, so they got torn out,” Merker said.

Bela said they couldn’t believe their eyes: “We saw these stacks of five-by-five by one-foot deep black granite. Just extraordinary. If we were to do a public project today, we could never afford that stuff. There’s no way. But the taxpayers bought that stuff back in the ’70s and now it’s just sitting there in the DPW yard. It’s a crime that it’s not being used, so it was great to get it back out on the street.”

Radulovich said the return of the black granite boxes to the streets represents the city coming full circle. He remembers talking to DPW manager Mohammad Nuru as he was removing the last of them from Market Street in the 1970s, citing concerns about people loitering on them.

“To see them put up again in JB’s project was symbolic of where the city went and where it’s coming back from,” Radulovich said. “It’s almost like the livability revolution got interrupted and we lost two decades and now it’s picking up again.”

Back in the 1970s, Radulovich said the city was actively creating new public spaces such as Duboce Triangle. It was also creating seating along Market Street and generally valuing the creation of gathering places. But in the antitax era that followed, public sector maintenance of the spaces lagged and they were discovered by the ever-growing ranks of the homeless that were turned loose from institutions.

“The fear factor took over,” Radulovich said. “We did a lot to destroy public spaces in the ’80s and ’90s.”

But by creating temporary public spaces, people are starting to realize what’s been lost and to value it again. “These baby steps are helping us relearn what makes a good public space,” Radulovich said.

For much of the younger generation, building public squares is a new thing. As Aguilera noted, “We don’t have a lot of public plazas anymore or places for people to gather. When Obama was elected, where did everyone go in the city? Into the streets. So we’re trying to give that back to the city.”

 

CARS TO GARDENS

Perhaps the most high-profile laboratory for these ideas is the Hayes Valley Farm, a temporary project planned for the 2.5 acres of freeway left behind after the Loma Prieta earthquake. The publicly-owned land between Oak and Fell streets is slated for housing projects that have been stalled by the slow economy.

“The site’s been vacant for 10 years. They came up with a beautiful master plan. And the moment they’re ready to move on the master plan, there’s an economic collapse, so nothing is happening,” Bela said.

In the meantime, the Mayor’s Office and Hayes Valley Neighborhood Association pushed for temporary use of the neglected site. They approached the urban farming collectives MyFarm and Upcycle. Later, Rebar was brought in to design and coordinate the project.

Now the group known as the Hayes Valley Farm Team has an ambitious plan for the area: part urban garden, part social gathering spot, and part educational space. There will be an orchard of fruit trees, a portable greenhouse, demonstrations on urban farming, and a regular farmers market.

“The different topography of ramps allows for different growing conditions. These ramps are prime exposure to the south,” Merker said. “They create these areas that can produce some really great growing conditions, so it’s kind of funny that this freeway is responsible for that. The ramps actually create different microclimates.”

Most remarkably, the whole project is temporary, designed to be moved in three years. “We’re interested in developing infrastructure and tools and machinery and implements that are sort of coded for the scale of the city: a lot of pedal-powered things, a lot of mobile infrastructure, and smaller things that are designed to be useful in a plot that is only 2.5 acres,” Bela said. “Then when we need to move on, we’ll be able to do that. It’s about being strategic with some of the investments so we can take some of the tools we develop here and move it to the next vacant lot down the street.”

The project has lofty goals, ranging from creating a social plaza in Hayes Valley to educating the public about productive landscaping. “We’re getting away from ideas of turning parks into food production — it can be both,” said David Cody of Upcycle. “We want to just crack the awareness that cities can be multi-use and agriculture doesn’t mean farm.”

This is perhaps the most ambitious temporary project the Mayor’s Office has taken on. “Rebar pushed the envelope on what is possible. I told them it would be a tough one,” Farrah said of the project. But he loves the concept: “You can argue that putting gardens in temporary spaces changes attitudes.”

Symbolically, this land seems the perfect place for such an experiment. “This really is a special spot. If you look at a map of the city, Hayes Valley is in the very center, and this is right in the heart of Hayes Valley,” Aguilera said. “And right now, in the heart of a neighborhood in the heart of the city, there’s this vacant, fallow reminder of what used to be there. We’re looking to turn it into a new beating heart that brings together lots of different parts of the community.”

 

ACTIVATING DORMANT SPACES

Activating dormant spaces in the city isn’t easy, particularly for properties with pending projects. In Hayes Valley, for example, the Rebar crew was required to develop a detailed takedown plan.

“A lot of development is hesitant to get involved with these interim uses because at the end, they’re worried that it’s going to be framed as the evil, money-hungry developer coming in to kick out artists or farmers,” Passmore said. “But the reality is, they are very generously opening up their space is the first place.”

With last year’s crash of the rental estate and credit markets, development in San Francisco stalled, leaving potentially productive land all over the city. “As the city has gone through an economic downturn, like now, the city has a lot of vacant lots with developer entitlements on them, but nothing is being built right now. Those are spaces the public has an interest in,” Merker said, citing Rincon Hill as a key example.

Michael Yarne, who facilitates development projects for the Mayor’s Office of Economic Development, has been working on how developers might be encouraged to adopt temporary uses of their vacant lots.

“How can we credit them to do a greening project on a vacant lot?” Yarne asks, a problem that is exacerbated by the complication that neither the developers nor local government have money to fund the interim improvements.

He looked at the possibility of using developer impact fees on short-term projects, but there are legal problems with that approach. The courts have placed strict limits on how impact fees are charged and used, requiring detailed studies proving that the fees offset a project’s real cost and damage.

“But there is other value we can give as a city without spending a dollar — and that is certainty,” said Yarne, a former developer. He said developers value certainty more than anything else.

Right now, developers have to return to the Planning Commission every year or so to renew project entitlements, something that costs time and money and potentially places the project at risk. But he said the city might be able to enter into developer agreements with a project proponent, waiving the renewal requirement for a certain number of years in exchange for facilitating short-term projects.

“Everyone wins. We get a short-term use, and the developer gets certainty that they won’t lose their rights,” Yarne said, noting that he’s now developing a pilot project on Rincon Hill. “If that works, that could be a template we could use over and over.”

Radulovich is happy to see the new energy Rebar and other groups are infusing into a quest to remake city streets and lots, and with the use of temporary projects to expand the realm of the possible in people’s minds: “Let’s get people reimagining what the streets could be.”

www.rebargroup.org

Housing cars or people?

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Housing cars or people?

news@sfbg.com

GREEN CITY San Francisco Board of Supervisors President David Chiu has introduced legislation that would curtail the ability of residential property owners in Telegraph Hill, North Beach, and Chinatown to evict tenants and replace them with garages.

The ordinance, which is currently being reviewed by staff before it is considered by the Planning Commission, seeks to prohibit the construction of garages in rental properties that have been the site of a no-fault eviction in the past decade. Even if no evictions have occurred, owners would have to apply for a conditional use permit from the Planning Department to build the garage.

"We have seen a pattern of applications for garage installations following no-fault evictions," Chiu aide David Noyola explained.

The Ellis Act, a state law passed in 1986, gives owners the right to evict tenants if they decide to "withdraw from the rental market." The law specifies that all units in the building must be evicted. In 2005, the Board of Supervisors also began requiring landlords to pay $4,500 to each evicted tenant for relocation costs, with an additional $3,000 for seniors and the disabled.

Ted Gullicksen, director of the San Francisco Tenant Union, said the Ellis Act was intended to allow property owners to get out of the business of being a landlord, but "in practice it is utilized far more often by developers who are looking to rent the properties at considerable profit."

Although there are restrictions on re-renting property that has been cleared of tenants under the Ellis Act, a primary concern of tenant activists is the use of evictions to convert the building into a tenancy-in-common. A TIC is a form of joint ownership whereby multiple owners can buy the building and live in separate units.

"Often the real estate developer will try to make improvements following a TIC conversion to make it more sellable, and one of those is garages," Gullicksen said.

Malcolm Yeung, the public policy manager of the Chinatown Community Development Center, told us that "a garage generally increases the market value of a property by $30,000 to $50,000."

Yeung worked with Chiu’s office to develop the legislation after arguing in a discretionary review hearing before the Planning Commission that a particular Ellis Act eviction in the Telegraph Hill neighborhood was in violation of Sec. 101.1(b) of the San Francisco Planning Code, which states "that existing housing and neighborhood character be conserved and protected in order to preserve the cultural and economic diversity of our neighborhoods."

Following the distribution of Ellis Act notices to four low-income families, the property owner also filed for a garage add-on. Yeung successfully made the case that the eviction contradicted the Planning Code’s commitment to the preservation of economic diversity. He told us that the addition of garages "incentivizes owners to take on the financial costs of an Ellis Act eviction" and can "transform communities from long-term low-income residents to TICs, which go on the market at high value."

Gullicksen also said landlords often threaten an Ellis Act eviction and offer a buyout. "One of the benefits of the legislation is that it put tenants more in the driver’s seat when negotiating a buyout," he said. He also noted that homeowners are twice as likely to own cars as renters, which means that the conversions to TICs increase the number of vehicles in neighborhoods already congested with automobiles.

But like with all housing activity, there have been a greatly reduced number of both Ellis Act evictions and buyouts since the crash of the housing and credit markets a year ago, slowing to zero from March through May before slowly picking up in July.

Critics have decried the legislation as creating the burden of obtaining a conditional use permit and exacerbating the lack of street parking in the neighborhoods. But Noyola told us, "This problem has been around for a long time and will continue to be an issue when the market picks up again."

The legislation would also decrease the number of parking spaces that may be built with each new housing unit, part of a citywide trend. Noyola said the legislation is "progressive planning policy that prioritizes housing over parking, especially in the densest part of the city."

Greens

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Greens

paulr@sfbg.com

If there is a better-known vegetarian restaurant in the world than Greens, I’ve never heard of it. But — that sounds a little like hype, and hype is on cozy terms with falsehood. Greens is also 30 years old this year, and since restaurants often age in dog years, or worse, we are talking about a place that can’t ignore the many risks of geriatric life, among them fatigue, complacency, boredom, and a descent into tourist-trappiness. No doubt there are others.

Apart from the fusty, undersized sign above the door, Greens still looks sensational. It helps, surely, that the restaurant was designed around a giant wall of multi-light windows that look directly west, across the Marina to the Golden Gate Bridge. Stepping into the restaurant (from the Fort Mason parking lot, prosaic even by parking-lot standards) is like stepping into a postcard; even the tables away from the windows have an expansive view of sea and sky. (And even the table for four in the small, semi-private room at the south end of the main dining room has a commanding view of the bridge.)

A view can be a mixed blessing. View restaurants are often bad, while vegetarian restaurants can be pointedly austere. Greens incorporates its singular view into a theme of subdued, white-linen elegance that gives no clue to the meatless nature of the food. It is one of those rare places that combines high style and a pedigreed menu with something for everyone, even doubtful omnivores.

Greens’ cuisine, in fact, has long seemed to me to have more in common with that of Zuni Café, its exact contemporary, than with the city’s other tony vegetarian temples. The grill is skillfully deployed for smokiness, and the rustic cooking of Italy is well-represented on the menu, since so much of Italian cuisine is naturally meatless and produce-driven. But the kitchen takes inspiration and influences from around the world, including Southeast Asia and the American Southwest.

For a quarter-century, my foundational text for vegetarian cooking has been The Greens Cookbook by Deborah Madison. Madison was Greens’ opening chef, but she left in the early 1980s and was replaced by Annie Somerville, who still runs the show while having published several Greens-related cookbooks of her own, which I also regularly consult. Given the stability in the kitchen, it’s not surprising that the restaurant’s cooking style hasn’t changed much over the years. In fact, you can still get the fabled black-bean chili, a dish about as old as the place itself and muscley enough to sate most meat-eaters.

But … how about a pizza to start? In the early 1990s, on my first visit to Greens, I noticed that the menu offered the same Mexican pizza I’d been making from the cookbook. I was prepared to be shamed, but the restaurant’s pie turned out to be a disappointment, mainly because of a stinginess (it seemed to me) with the toppings. As a home cook, I applied toppings with abandon, but home cooks don’t have to make a profit.

Nonetheless, the gods must somehow have divined my dismay, because a recent corn and grilled onion pizza ($16) was a veritable cornucopia of late-summer bounty: corn kernels, yellow cherry tomatoes as sweet-tart as fruit, plenty of cheese (fontina and grana padano), and blobs of garlicky pesto, all on a nicely blistered crust. It was like waking up on Christmas morning and finding even more presents under the tree than you had tentatively counted the night before. But I am mixing my seasonal imagery. The interval from Labor Day to Thanksgiving could well be the best time to visit Greens, since the kitchen still has access to summer produce even as the delights of autumn (among them peppers and squash) start to trickle in.

Squash — sunburst and butternut — figured in the fabulous Zuni stew ($14.50), "Zuni" here being a reference to the Indian tribe, not the restaurant. The stew (arranged around a set of grilled polenta triangles) was a mélange of (besides the cubed squash) corn kernels, Rancho Gordo beans, diced red bell peppers, carrots, broccoli, and roasted Early Girl tomatoes and flavored with onions, ancho chilis, majoram, sage, and chipotle lime butter. It was tasty, colorful, noticeably spicy, and managed to honor a pair of seasons as well as the ancient Indian trifecta of corn, beans, and squash.

Back to the Mediterranean for the farro sampler ($16.75), a potpourri of farro salad scented with lemon and mint, cucumber coins, cherry tomatoes, summer and shelling beans with tarragon, baby beets on a mache nest, hummus (garlicky!), black and green olives, triangles of grilled pita, and a rather thrilling, earthy-sweet tomato jam that went nicely with the pita and hummus but could as easily been spooned over vanilla ice cream.

Some ice creams — huckleberry, say — don’t need and probably wouldn’t accept such help. Huckleberry ice cream (the color of grape chewing gum) turned up in the company of a wonderful apple-huckleberry galette ($8.75) whose pecan streusel could have stood on its own, or perhaps with the cardamom cream mille-feuille laid atop slices of roasted pear ($8.50). I have never entirely accepted the stewed or poached pear, but roasting helps retain firmness — an important consideration with pears, whether red, green, or some other color.

GREENS

Dinner: Nightly, 5:30–9 p.m.; Lunch: Tues.–Sat., 11:45 a.m.–-2:30 p.m.;

Brunch: Sun., 10:30 a.m.–2 p.m.

Bldg. A, Fort Mason Center

(415) 771-6222

www.greensrestaurant.com

Beer and wine

AE/DS/MC/V

Not noisy

Wheelchair accessible

We want free parking!

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We want free parking!

steve@sfbg.com

GREEN CITY The strong visceral reactions to extending parking meter hours in San Francisco and Oakland present a difficult challenge to those who seek to have motorists pay for more of their societal impacts and help offset declining public transit resources.

When the San Francisco Municipal Transportation Agency held an Oct. 20 public hearing on its proposal to extend parking meter hours to evenings and Sundays in order to better manage parking demand and raise $8.8 million for Muni in the process, the proposal was fiercely attacked as a tax on motorists and burden on businesses.

That outrage was expected from conservative factions — landlords, west side residents, and much of the business community — who consistently oppose progressive reforms. But it was surprising to hear the antiwar ANSWER coalition, an immigrant group, and self-described socialists also angrily opposing the proposal.

"The working class is being driven out, and I hope this is the straw that breaks the camel’s back," ANSWER’s Forrest Schmidt said at the hearing, calling for taxes on rich individuals and companies instead. "Someone else needs to pay for the budget deficit that giant corporations created."

"This is a class issue. The rich and the well-to-do don’t have to worry about where to park in this small and crowded city. They have garages or can afford to pay for parking. It is overwhelmingly working class people who are being hit and who will be hit much, much harder if the new policy goes into effect," ANSWER (which stands for Act Now to Stop War and End Racism) wrote in a press release the next day.

But it’s a demonstrably false statement that the working class will be disproportionately affected by the proposal. Average incomes for drivers are far higher than those of Muni riders, who have borne the brunt of MTA budget cuts and will be hit even harder if this proposal fails.

A recent Transportation Authority study associated with the stalled proposal to charge a congestion-pricing fee on motorists entering the city core found that only 6 percent of them earned less than $50,000 per year. And in the census tract around ANSWER’s Mission District office, where Schmidt said poor workers who need cars are being aggressively ticketed, less than half the households actually own cars.

Beyond the fact that drivers are generally richer than the carless, there’s the established fact that they don’t come anywhere close to paying for their full societal impacts, from road building and maintenance to health care costs from accidents and air pollution to global warming.

"These are facts that a lot of people ignore," said Tom Radulovich, executive director of Livable City, calling ANSWER’s position "just a very limited perspective that they haven’t thought through yet."

Indeed, when I discussed the campaign with ANSWER’s regional director, Richard Becker, his arguments were almost entirely anecdotal. "I participate in the scramble for parking on a daily basis," he said.

The emotional reactions to taking away free parking also cause critics to lose sight of the facts. The proposal only affects metered spots in commercial districts, not street parking in neighborhoods. And the study treats every neighborhood differently based on parking demand, with the goal of reaching 85 percent occupancy to make parking more available — the very thing many critics of the proposal are demanding.

"They don’t understand that if we don’t raise the price of parking, we’re going to raise the price of Muni. They are extremely naïve beyond all reason," said Jason Henderson, a San Francisco State University geography professor who has studied the politics of parking and is current writing a book on the subject.

"There are people who want to democratize unsustainable lifestyles," Radulovich said, calling it "a strategy without a future."

Transportation activist Dave Snyder got into a heated discussion with some ANSWER members outside the hearing room, faulting them for failing to oppose the Muni fare hikes and service cuts that were approved last spring and for refusing to accept the need to discourage environmentally damaging activities like driving cars.

"To use price to discourage that is indeed a regressive tax. It’s still worth doing, but we have to think about [ANSWER’s reaction]," Snyder later told us.

But Henderson, Snyder, and Radulovich see a silver lining in this discussion. "It’s a sign of progress," Henderson said. "The more this floats to the surface and we can deal with it now, the better we’ll all be in the long run."

4 phenomenal falafels

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4 phenomenal falafels

Falafel — those delightful deep-fried chickpea (or sometimes fava bean) balls — could quite possibly be the perfect food. It spans cultures: Originally a fasting food from Egypt, falafel became popular in the Middle East, was adopted by Jewish immigrants to Palestine, and is now a favorite fast food internationally. It spans food preferences: vegetarians like the protein-packed nutrition; omnivores like the crunchy/chewy texture. And, when combined in a pita with vegetables and hummus, yogurt, or tahini, the highly portable sandwich combo spans locations. Here are some of our favorite places to get these diverse delights.

OASIS GRILL


If you find yourself hungry for a quick, tasty lunch or dinner in the FiDi, skip the high-end sandwich shops and head to this unassuming Mediterranean eatery. The tiny grab-and-go spot (there’s only room for two people, or one very large one, to sit down), is the perfect place to get spicy falafel with fresh veggies with a generous helping of tahini and hummus, all wrapped in a thin, soft lavash bread. The only thing more impressive than the falafel — that owner Mohammed not only miraculously manages to remember your order, but to find you amid the throngs of people packed into the tiny shop like a rush hour BART train.

91 Drumm, SF. (415) 781-0313, www.sfoasisgrill.com

LIBA


The folks behind Liba — whose name means romance/love in several languages including Yiddish, Hebrew, and Russian — want you to fall in love with their falafel, and you’ll be hard-pressed to resist. The courtship starts with the exterior of this adorable mobile lunch spot: mint green paint, swirly lettering, and potted plants are smart and inviting. Next, Liba reels you in with organic, local, natural ingredients and an environmentally-focused philosophy. But the kicker is the falafel: just crispy enough and served in a fluffy pita with your choice of toppings that give traditional ingredients an inventive twist (think tomato cucumber salad with mint or red beets with lemon and thyme). If you’re extra hungry, you can even add a side of sweet potato fries to your meal. Doesn’t sound like your average gyro stand? It’s not. With inspiration gathered from a number of countries and cuisines, the only way we can describe it is "falafel fusion." You might not expect it, but get ready for the delicious flavors to hit you like, well, a truck.

155 De Haro, SF. (415) 806-5422, libasf.com

SUNRISE DELI & CAFÉ


Nestled between Asian markets in sleepy Outer Sunset, Sunrise Deli & Café has been around for three decades, always delivering food whose ingredients have never seen the inside of a freezer or plastic packaging. We believe the café’s longevity must be due in part to the falafel, which arrives looking more like the cousin of a burrito than a taco. With Sunrise’s version, eggplant and potatoes strain against the confines of lavash bread, with plenty of tahini and fresh tomatoes to balance all that carby goodness. Though the little balls of grain are always good, try to get them right out of the fryer, when they’re piping hot, crunchy but not greasy, and delicious. But if you do stop here, plan accordingly. You’ll want to arrive ravenous, or else risk quite the bellyache (because you won’t be able to stop eating until this falafel is gone). Have a heftier appetite? Round out your order with other entrees, sandwiches, salads, and dips, which you can enjoy at an inside table or take it all to go.

2115 Irving, SF. (415) 664-8210, sunrisedeli.net

THEATRE TOO CAFÉ


Waiting for falafel inside this Middle Eastern eatery is almost as enjoyable as eating it. The husband-and-wife owners trade quips and squabble lovingly as they prepare your gargantuan lavash wraps, adding a bit of levity along with greaseless chickpea balls and a blazingly spicy spread. (Expect even the "medium" spice to bring tears to your eyes.) If moving your meal seems too momentous a task, you can enjoy your falafel in the Internet loft or the more traditional seating area. Or, if you’re feeling ambitious, take your food to go. With a huge sandwich and a drink that cost less than $10, you should still have money left over for parking somewhere else.

539 Sutter, SF. (415) 392-4866

Parking meter proposal hit from the right and the left

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By Steven T. Jones
parkcov.jpg
The politics of parking in San Francisco has always been intensively visceral, particularly among those who assert a right to park their cars on public property at little or no cost (and who often have a hard time finding a spot). So yesterday’s San Francisco Municipal Transportation Agency hearing on its proposal to extend parking meter hours was bound to get heated.

MTA chief Nat Ford anticipated the high emotions to come when he said in his introductory remarks, “It’s not easy to find parking in San Francisco, and it’s not easy to talk about parking in San Francisco…We know this study is creating a lot of discussion and feedback from elected officials and the general public.”

And just as predicted, representatives from the business community, landlords, westside residents, and other conservative interests decried the parking proposal as an unfair tax on motorists and an unnecessary intrusion of government do-gooders.

But the real surprise of the hearing was the angry opposition from a handful of leftists – self-described socialists, poor students, and other young members of the anti-war ANSWER Coalition – who blasted the proposal as a tax on working class motorists and called for the city to tax the rich and big corporations instead.

Pears and pairings

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Pears and pairings

le.chicken.farmer@gmail.com

CHEAP EATS There’s that stretch of Fillmore Street between the Western Addition and Japantown. I’m rarely there, but when I am, it amazes and amazes me how otherworldly it increasingly becomes. Chains, boutiques, chains … It’s so sort-of centrally San Francisco, yet you forget where you are and can easily become disoriented.

Or worse: disillusioned.

I have started out looking for a bite, and wound up desperately turned around, trying in vain to get back on a freeway that isn’t there, never was, and never will be.

Why does it look like this, and what does it look like? A cross between the worst of New Mexico and the best of Iowa. I don’t know. I’m redisoriented, just thinking about it.

It’s not that I can’t decide. I can: I want everything both ways.

And there I was, on my pointless way from point A to point B, and I needed a little something to chew on in my car.

Did I tell you I was studying German? Yep. It started last spring after the first time I said bye-bye to my bilingually bisexually both-gendered and many-named new lover Romea at the airport. I wanted to be able to say, basically, I love you, but a million different ways, and in German. So I haven’t stopped studying since, although my goals have changed a little.

Or I should say broadened.

But I practice in my car, a lot, and the other day I accidentally said to Crawdad in English, in a kitchen in Berkeley, without thinking, "Can I this pear eat?"

Which, when I realized what I’d done, thrilled the bejesus out of me. The sentence was grammatically perfect, in German, and the pear, unblinkingly granted by Crawdad, was delicious and crisp.

I used to only like pears that made my gums bleed. Now I like all kinds. Not yet ready ones, the over-ready yellow ones that bruise when you look at them, Asian pears … Pears are good. And this one was perfect, just like the grammar that got me it.

And got me out of my Fillmore Street predicament. Which, saying so …

Well, there’s a barbecue place there I think, but I didn’t see it. And then at the last minute, just as I was about to lose my sense of reality forever and ever and become a duck — about a block from Geary and, therefore, Japantown — I started to see one or two realistic looking Korean joints, and this: the Fillmore Mexican Grill & American Deli.

A burrito would be just the thing. I love eating burritos in my car, because then you find the beans and rice and things in the cracks between seats, or under them, many months later, and remember. And, too, there was an open parking space right in front, which meant I could leave the car unlocked and wouldn’t have to worry about anyone stealing my dirty soccer socks and unspit sunflower seeds.

Cavalierly did I step up to the counter, where I was immediately unhorsed by the appearance of an Asian woman who took my order and, in so doing, made my day. A lot of people would be put off by Asian-run Mexican grills, or vice versa. In fact at one time in my life I might have been guilty of similar small-mindednesses. Now I cherish such plot-twists, and for years have secretly wondered how the sentence "What kind of beans?" would sound with an Asian accent.

So I ordered my burrito.

"What kind of beans?" she said.

I swooned, and pretended not to understand so she would say it again, but instead she only listed my choices: pinto, refried, etc.

I said, "Refried."

They only had one kind of salsa, which was green and good. And the chips were freshly homemade, or at least seemed so, which is all that really matters. And some other things.

Oh, it was a pretty good burrito. It was alright. Nothing otherwise special, except I should point out that one of their meat choices (the one I got) is chicken and steak, and another is steak and prawn, and still another is salmon and prawn.

These are a little more expensive, yes, but, you know, so is life when you are Gemini.

FILLMORE MEXICAN GRILL

Sun.–Thu., 10 a.m.–9 p.m.;

Fri.–Sat., 10 a.m.–-midnight

1552 Fillmore, SF

(415) 921-9900

Beer

MC/V/AE/D

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

Buns and the city

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Buns and the city

paulr@sfbg.com

DINE In our hamburger-challenged city, the Mission District would not seem to be a particularly promising place to go burger-hunting. The hamburger is the all-American statement food, while the Mission is many things, but probably not all-American. Among the most conspicuous burger outlets in the Mission is Whiz Burger, which has held down the corner of 18th Street and South Van Ness since time immemorial and even has a parking lot, as if Arthur Fonzarelli might soon be rolling up in a ’57 Chevy. I have eaten Whiz burgers from time to time, but I don’t remember them — and, in fact, not remembering the hamburgers one has eaten in San Francisco seems to be a central fact about eating hamburgers in San Francisco. They are, generally speaking, forgettable at best.

Why this is so remains a mystery to me. Part of the answer might involve the local tendencies toward preciousness and fuss — obsessing about the pedigree of the meat and the bun (ciabatta? focaccia? baked with organic flour?) and the fancy cheese on top, or the exotic bacon, or the foie gras. All these grand touches are ruinous. A hamburger should not be complicated or fussy. The meat should have fat in it and be adequately salted. The soft bun should be buttered and toasted or griddled a little. Maybe a slice of cheese; the best cheese is wrapped in plastic sheets. Nothing says "American" quite like plastic.

Because the Mission is such a gaudy potpourri of ethnicities, styles, and foods, eating a hamburger there could be seen as a particularly pathetic sort of defeat. You could have had dosas or pupusas or rendang curry for the same money, maybe less. On the other hand, maybe there’s an ironic appeal, and maybe that’s the bet placed by Urbun Burger, which opened recently in the heart of the Valencia Street scene in a space that once held Yum Yum House.

The aesthetic makeover, it must be said, is sensational, with a spic-and-span factor Ray Kroc himself would approve of. Despite the deepness and narrowness of the layout, there is a sunniness to things. Under the cashier’s station at the back is a panel of ceramic tiles in mod colors, while the tables sit on gleaming stainless-steel (or chrome) stems. Seating choices are unexpectedly vast; there are tables with taverna chairs, tables with barstools, and a long counter with barstools.

The turkey burger is to hamburger cookery what fish is in other kitchens: it is the test. A good turkey burger, like a good fish dish, doesn’t just happen. Turkey is unforgiving. It dries out easily and doesn’t taste like much. The best news I have to give about Urbun’s turkey burger ($7.75) is that the fries ($2.75) were excellent — tender-crispy, near-molten inside, well-seasoned. But the burger itself was rather dry and lifeless inside its glossy (egg-washed?) bun. Had the kitchen failed to take the necessary remedial steps of adding at least egg yolk, and maybe some oil, to the ground meat? A slice of pepper-jack cheese struggled to make itself noticed, while the restaurant’s signature urban sauce was a little too soupy to bring deliverance. But the fries!

While you can also get a vegan (although not a turkey) burger at Mission Burger, the real burger ($8) here is of beef. And not just beef but a blend of short rib, brisket, and chuck (all from Harris Ranch), none of which are exactly lean cuts. Plus, the patties are seared in beef fat. So moistness and flavor are not issues.

Neither is the setting, because for all practical purposes there is none. Mission Burger isn’t a restaurant, per se; it’s a kind of station at the end of the meat counter in the Duc Loi supermarket. You find it by locating the sign taped to an exhaust hood, as if the hood were a piece of oversized junk waiting on the sidewalk for a bulk-item collection by the trash company. Seating? There is a small family of low benches squatting against one wall, as if in the lounge of a forlorn regional airport. You probably don’t want to sit there. Mission Burger is fundamentally a takeout operation, but also a made-to-order one.

But one of the virtues of a genuine fatburger is that it travels well. As insurance, the briochy-looking bun is lined with jack cheese, spicy caper mayonnaise, and a slathering of caramelized onions. This combination isn’t exactly coherent, but it is tasty. Plus, there are fries, and they are as good as McDonald’s fries used to be back in the day when they were fried in beef tallow. For a bit of color: coleslaw made with red cabbage. It’s appealingly creamy, although that doesn’t do much for the calorie count — not that it matters in the shadow of Mount Fatburger. Could it be the highest point in the Mission?

URBUN BURGER

Mon.–Thurs., 11 a.m.–10 p.m.;

Fri.–Sat., 11 a.m.–11 p.m.

581 Valencia, SF

(415) 551-2483

www.urbunburger.com

Beer and wine

MC/V

Noisy

Wheelchair accessible

MISSION BURGER

Lunch: Fri.–Wed., noon–3 p.m.

2200 Mission, SF

(415) 551-1772

No alcohol

AE/MC/V

Noisy

Wheelchair accessible

Events listings

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Events listings

Events listings are compiled by Paula Connelly. Submit items for the listings at listings@sfbg.com.

WEDNESDAY 21

Distribution Workshop Artists’ Television Access, 992 Valencia, SF; festival@atasite.org. 7:30pm, free. Gain insight into the world of experimental film exhibition and distribution at this workshop and panel discussion featuring Joel Bachar from Microcinema International, filmmaker Jonathan Marlow from SFcinemateque, filmmaker Maia Carpenter from Canyon Cinema, filmmaker Craig Baldwin from Other Cinema, and associate editor and producer of Wholphin, Emily Doe.

Root Division Auction Root Division, 3175 17th St., SF; (415) 863-7668. 7:30pm, $35. Support artists and arts education at this community auction and benefit for local emerging artists and Root Division’s after school art program for Bay Area youth.

FRIDAY 23

Art in Storefronts 989 Market, SF; www.sfartscommission.org/storefronts. 5pm, free. Enjoy live music and pick up a map at the opening party for the Art in Storefronts program, where participating storefronts along central Market and Taylor streets will display original window installations done by San Francisco artists.

Crush It! The Booksmith, 1644 Haight, SF; (415) 863-8688. 6pm; $22, includes book. Meet Gary Vaynerchuk, host of the popular daily webcast The Thunder Show on tv.winelibrary.com, and get a copy of his new book Crush It! Why now is the time to cash in on your passion, a guide on how to turn your interests into businesses.

Haunted Haight Walking Tour Starts in front of Coffee to the People, 1206 Masonic, SF; (415) 863-1416. Fri., Sat., and Sun throughout October, 7pm; $20 advanced tickets required. Discover neighborhood spirits and hunt ghosts with a real paranormal researcher on this haunted tour which includes chances to win spooky prizes and a guidebook.

Leon Panetta Intercontinental Mark Hopkins, 999 California, SF; (415) 869-5930. 11am, $30. Hear CIA director and California native Leon Panetta discuss the current challenges facing national security. Attendees may be subject to search.

SATURDAY 24

BYOQ Music Concourse, Golden Gate Park, 55 Hagiwara Tea Garden Drive, SF; www.byoq.org. Noon, free. Come dance and play at the Bring Your Own Queer music and arts festival featuring bands, DJs, performances, art, fashion, and more.

Passport 2009 Mission Playground, Valencia between 19th and 20th St., SF; (415) 554-6080. Noon, $25 for booklet. Pick up a map and purchase a "passport" at Mission Playground and begin your adventure to various locations around the Mission to collect artist-made stamps that will personalize your Passport 2009 journey.

Save City College Sale Parking area of the Balboa Reservoir across from the San Francisco City College Ocean Campus Science Hall, 50 Phelan, SF; www.ccsf.edu/saveccsf. 9am-2pm, free. Help restore canceled classes at the City College of San Francisco for the Spring 2010 semester at this Save City College garage sale and flea market.

Opera Costume Sale San Francisco Opera Scene Shop, 800 Indiana, SF; sfopera.com. Sat. 11am-5pm, Sun. 11am-4pm; free. Get a last minute Halloween costume at the San Francisco Opera’s warehouse sale featuring hats, masks, fabrics, shoes, and handmade costumes for women, men, and children.

Potrero Hill History Night International Studies Academy, 655 De Haro, SF; (415) 863-0784. 5:30pm; free program, $6 for BBQ. Enjoy BBQ from Potrero Hill restaurants and music by the Apollo Jazz Group, followed by a performance by the I.S.A. Community Choir, and ending with interviews of unique long-time residents.

Walk for Farm Animals Ferry Market Plaza, meet behind the Vallicourt Fountain in Justin Herman Plaza, SF; 607-583-2225. Noon, $20. Help expand awareness of the unnecessary suffering that farm animals endure and help raise funds for Farm Sanctuary, a farm animal rescue, education, and advocacy organization.

BAY AREA

Exotic Erotic Ball Cow Palace 2600 Geneva, Daly City; (415) 567-BALL. 8pm, $79. Attend the 30th anniversary of the Exotic Erotic Ball, a lingerie, fetish, and masquerade celebration of human sexuality and freedom of expression featuring live music, DJs, and costume contests.

SUNDAY 25

BAY AREA

Sister of Fire Awards Oakland Asian Cultural Center, 388 9th St., Oak; (510) 444-2700. 11am, $50-5,000. Help honor four remarkable women: Civil rights and immigration advocate Banafsheh Akhlaghi, Colombian indigenous rights advocate Ana Maria Murillo of Mujer U’wa, employment and labor rights advocate and author Lora Jo Foo and Tirien Steinbach of the East Bay Community Law Center. Featuring brunch and live music.

MONDAY 26

Ghosts of City Hall SF City Hall, meet at South Light Court, through Polk street entrance, 1 Dr. Carlton B. Goodlett Place, SF; (415) 557-4266. 6:30pm, free. Hear stories of disinterred remains, assassinations, and other ghostly lore, like the little-known fact that a cemetery once covered Civic Center. Allow time for security check.

Extended meter hours proposal gets heard today

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By Steven T. Jones

In a couple hours, the San Francisco Municipal Transportation Agency Board of Directors will consider a controversial proposal to extend parking meter hours to evenings and Sundays, but it’s still unclear whether that body is inclined to take any action.

Alternative transportation and urban planning activists are excited about the chance to weigh in on a proposal that would raise nearly $9 million per year and begin to balance out the fare hikes and service cuts that Muni riders absorbed this year, while some motorists and business owners are likely to express their opposition.

Mayor Gavin Newsom has been expressing opposition to the item through the San Francisco Chronicle, but an item buried in yesterday’s Matier & Ross column seems to indicate that he’s backing off a bit, although they don’t seem to understand that this is a decision for the MTA board, not the Board of Supervisors.

As I’ve written before, this proposal will be a big test of whether the MTA board, whose seven members are all appointed by Newsom, is actually the independent agency capable of making tough decisions without regard to political consequences that the intent of 2007’s Proposition A, which gave them full authority over parking and public transit in San Francisco.

The meeting starts at 2 p.m. in City Hall’s Room 400, and the parking meter proposal follows a discussion of the agency’s deficit-plagued budget, appropriately enough.

P.S. Streetsblog SF has an excellent discussion of the proposal with parking guru Donald Shoup, who makes it clear why this study is so different for the meter rates increases in Oakland that caused such controversy.

SFMTA report recommends extended parking meter hours

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By Steven T. Jones

A just-released San Francisco Municipal Transportation Agency study has recommend extending parking meter hours to Sundays and nights as a means of raising $8.8 million in annual revenue, increasing parking availability, and reducing traffic congestion and illegal parking – setting up a potential clash with Mayor Gavin Newsom, who opposes the idea and who appointed the MTA board members who will make the decision.

The detailed SFMTA study, launched in May as part of a budget compromise, took a neighborhood-by-neighborhood approach to its analysis, recommending varying hours and conditions to try to achieve the 85 percent occupancy rate it considers ideal. For example, 59 percent of metered spaces would have hours extended to 9 pm Monday through Thursday and until midnight Friday and Saturday, while 23 percent of spaces would remain at 6 pm on weekdays and 9 pm on weekends. And at 17 percent of meters with the lowest parking availability, drivers would need to plug meters until midnight everyday except Sunday, when metering hours would end at 6 p.m. citywide.

“This proposal for extended meter hours fits into a larger vision of the SFMTA’s overall transportation and parking policy goals and furthers San Francisco’s Transit First policy,” Nathaniel P. Ford Sr., executive director of the SFMTA, said today in a prepared statement. “Parking meters create parking availability and they support economic vitality by helping business customers find parking when they need it.”

Newsom reneges on parking, but the MTA shouldn’t

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By Steven T. Jones
409-cover.web.jpg
The Guardian explored the politics of parking in our July 1 cover package.

The San Francisco Municipal Transportation Agency, which will soon consider a long-awaited study into how to generate more than $1 million in additional parking meter revenue that was part of a May budget deal, faces another test of whether it is truly an independent agency or merely Mayor Gavin Newsom’s puppet.

As the backlash over extended meter hours in Oakland caused the City Council there to cave in to driver and merchant demands, Newsom – who likes to dress in green but has never really challenged the dominant car culture’s sense of entitlement – has signaled that he now wants to break the deal he helped broker and stop meter hours from being extended.

But under 2007’s Proposition A, which Newsom supported, this isn’t a decision for either the mayor or the Board of Supervisors, but instead for the theoretically independent MTA board. In fact, the whole argument for that change was based on giving that body the power to do the right thing even when craven, conflict-averse politicians get cold feet.

“Any decision on whether to extend meter hours is under the SFMTA Board of Directors,” confirmed SFMTA spokesperson Judson True, who also said the study is almost complete and could be released as soon as next week. He said it is a “study of parking with a variety of factors that will determine whether extended hours is a good idea.”

Drivers and merchants may squawk over extending meters into the evening hours, but with the city failing to put general revenue measures on the ballot and motorists not even coming close to paying for their full impacts and use of public spaces, this is a basic equity issue.

Muni riders took the biggest hit in the May budget deal, with their fares doubling since Newsom took office. Unlike in Oakland, San Francisco is well-served by public transportation, so there’s no good reason why motorists need such fiscal coddling. Newsom may be afraid, but the MTA board shouldn’t be.

Writers Issue: Trip the Light Fantastic

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By Arisa White

I’m the lady in the joint without a g-string and waxed chocha.
Winter dressed and the money in my pocket afforded me a Heineken.
I have no ones to offer to thighs that can headlock Washington.
Coins work best for parking meters and wishes.

When the next dancer arrives to stage, she brings a blanket.
The basket and wine are missing. She wipes the pole
with a moist napkin — the abracadabra is gone.
Gestures to the wall to press start, positions her gingham
so it doesn’t abandon her when she scripts her alphabet.

She takes an interest in me — this is not ego —
she sees the wardrobe of long sleeves and pants in how I stare.
Weeks ago, I saw her forefinger in some butch’s belt loop,
coupled like his and hers towels. Maybe she noticed me then.

She comes to my earring and requests, slap my ass.
Shakes it like wind went through her leaves.
My hands are on pause. She laughs
then brings her undulations to a man in woodsman flannel.

She returns her legs, fans the sweet of green
apples ripe in my nose. In doggy style, demonstrates.
Her spank is the utter of unbreakable dishware.
Again — thud. No shatter.

She encourages me, recognizes this is my first time on a two-wheeler.
I grab the Heineken to cool the singing in my palm.
I’m ordered to give it to her, and like the kid in band
who plays cymbals, counting to cue, I make her bottom ring like Saturn.
She wanes from stage with a fête of smiles in her strut.

SF vs. Frank Lembi

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SF vs. Frank Lembi

news@sfbg.com

One of San Francisco’s largest and most notorious landlords and the many shell corporations under his control have been withholding money from their tenants, the banks that financed their rapid real estate acquisitions, and even San Francisco’s public treasury.

But while the banks have acted, seizing property from the delinquent borrowers, city officials have let Skyline Realty, CitiApartments, Lembi Group, and related corporations stonewall the city and pay far less property taxes than they should have owed, depriving city programs of hundreds of thousands of dollars.

The various corporations run by real estate mogul Frank E. Lembi (who has not returned our calls seeking comment) have earned a terrible reputation in San Francisco, even as they’ve expanded their rental property holdings in recent years.

An award-winning, three-part Guardian series ("The Scumlords," March 2006) documented how the companies used intimidating goons and an arsenal of nefarious tactics meant to drive out low-income tenants from rent-controlled units, prompting City Hall hearings and an ongoing lawsuit against the enterprise by the City Attorney’s Office.

Then, earlier this year, many tenants joined a class action lawsuit against the Lembi enterprises, alleging the landlords have been illegally withholding deposits from departing tenants as a routine business practice, even after admitting that the tenants were entitled to full refunds (see "CitiApartments once again accused of mistreating tenants," Politics blog, July 15).

Attorneys for the firm Seeger Salvas LLP filed the complaint, which tells several appalling stories, including that of Joy Anderson. When Anderson went to retrieve the deposit she was owed, CitiApartments employees allegedly threatened her in front of her eight-year-old son, telling her that if she wanted her money back, she should talk to a lawyer.

Yet in that lawsuit and the one filed by City Attorney Dennis Herrera, which deals with harassment of tenants and other business practices that the city contends are illegal, Lembi’s empire has refused to cooperate, employing a variety of delay tactics. The city’s lawsuit has been stuck in the discovery process for years.

A court filing by the city alleges Lembi’s enterprise has participated in "well over a year of discovery gamesmanship." New counsel for the defendants has promised to speed things up, but Herrera told us it is still an ongoing battle. "It has been incredibly hard to get documents and information in this case. He’s been stonewalling us," Herrera told the Guardian.

Seegar Salvas attorney Brian Devine said six defendants named in his complaint didn’t respond to discovery requests and were found to be in default by the judge, meaning they basically opted not to contest their culpability. Meanwhile, 75 other defendants did respond but haven’t turned over any documents to the plaintiffs, dragging out the discovery process.

"It’ll take sometime for anything to happen," Devine told us. "There’s no Matlock moment where it all comes to a head. There are a lot of procedures to go through."

And apparently the Lembi enterprises know a little something about how to use legal and bureaucratic procedures to hang onto their money for as long as possible, judging from how they’ve worked the process to avoid paying the full amount of property taxes on their holdings.

At last count, there were 13 property foreclosure lawsuits pending on Lembi properties because he couldn’t pay the loans. The banks have seized many of his properties and started selling them off. But while the banks are getting their due, the Assessor’s Office and city taxpayers seem to be getting stiffed.

Lembi has been on the radar of city officials for quite awhile, but he is still managing to avoid getting some of his recently purchased properties reassessed, according to a Guardian investigation of city records. For example, one Lembi-controlled corporation — Trophy Properties X — snatched up a Russian Hill parking garage for $4.7 million in 2007.

Under Proposition 13, that property should have been reassessed when it was purchased, but it wasn’t. The current taxable price tag on the property is still slightly more than $443,000, a gap that costs the city upwards of $50,000 a year in taxes.

In general, property is reassessed at fair market value when there is a change in ownership, increasing the taxes owed on the property. According to the California Board of Equalization, the purchase price is the basis for reassessed value in most cases, although officials can also take into account comparable sales and other factors to increase value even more.

Yet nearly three years later, this property still hasn’t been reassessed.

Assessor-Recorder Phil Ting told the Guardian the reason for the delay is because Lembi hasn’t been cooperative in providing the information needed to do a reassessment. We obtained an October 2007 letter sent out by the Assessor’s Office requesting Lembi’s limited liability corporation provide information on the acquisition of the property and statistics on the garage itself. That letter and others went unanswered.

Common sense suggests that the sale price be used to reassess the garage and be done with it. Yet Ting said he fears that using that price would result in an inaccurate reassessment, which in turn might screw up the amount of taxes the city could ultimately collect. Then again, simply waiting on the unresponsive Lembi enterprise has resulted in less taxes being collected on the parking garage last year and again this year, according to public tax records.

"We try to get it right the first time. If we don’t get it right the first time, then oftentimes it creates a lengthier appeals process and a much lengthier, more adversarial [relationship] between us and the taxpayer," Ting said. "We absolutely don’t want to reassess that property too low because of Prop. 13. You only get one chance, so you have to be high."

Ting told us that the only recourse he has with an uncooperative taxpayer like Lembi is to reassess using information from similar properties in the same area. Once this is done, the negligent taxpayer can either agree with or challenge the new market value, a move that would switch the burden to Lembi. But that wasn’t done for the Russian Hill parking garage.

"That’s the only recourse we have, meaning that we can’t fine them; we can’t subpoena them; we can’t force them to give us the information," Ting said. "By law, they’re supposed to give us the information. But there are no real enforcement powers behind it."

According to Section 480 of the Revenue and Taxation Code, the assessor does have an option and can levy a penalty if a property owner fails to file a change in ownership statement, which can be up to 10 percent of the taxes due on the newly appraised value.

Several other Lembi-controlled properties have been reassessed recently after a delay, including 19,650-square-foot apartment building down the street from the parking garage at 2238 Hyde St. Before the reassessment, the property was valued at a little over $1 million. The current value is $11.7 million, which amounts to a tax bill of more than $137,000 this year.

Lembi bought the building in December 2005, and the Assessor’s Office got in just under the wire of the four-year statue of limitations for reassessments. Last year the taxes paid on the building came to a little more than $13,000, based on its previous $1 million value.

Then there is the 31,812-square-foot apartment building on 1735 Van Ness Ave. that Lembi bought back in June 2006. According the city records, the taxes paid last year on the property were nearly $48,000 based on a market value of $3.9 million. Recently the building was reassessed with a value of $9.6 million. This year’s taxes amount to more than $114,000. Whether or not the Van Ness Avenue building is a case in which the Lembi Group also withheld information is currently being looked into by the Assessor’s Office.

Yet on the Russian Hill parking garage, Lembi is still getting away with withholding the necessary documents for an accurate reassessment — and time is running out. In a little over a year, the statue of limitations runs out and the city will no longer be able to collect anything from Lembi.

Further complicating the city’s efforts to collect is the fact that some other the properties in question have been foreclosed on.

When the Russian Hill garage and other Lembi properties went back to the banks, the Assessor’s Office looked into what could be done to collect the city’s lost revenue. Its solution: a transfer tax. But that was not an option because the bank held the main mortgage, so it wasn’t considered a change of ownership.

Even though the parking garage and other properties have slipped out of Lembi’s control, he is still responsible for the taxes on them during his period of ownership, according to Ting. But given the experiences of others who have tried to collect money from Lembi, that could be a long, expensive process.

While the Lembi enterprises may be stingy in giving the city and tenants their money, they haven’t had a problem making political campaign contributions. Taylor Lembi, grandson of Frank, gave $500 to Mayor Gavin Newsom’s reelection campaign in 2006, according to public campaign contribution records, although Newsom’s campaign offices returned the money exactly two months later (Newsom’s campaign office didn’t respond to our questions about the contributions or reason for returning it).

Skyline Properties, parent of Skyline Realty, also donated $100 to Newsom’s initial mayoral campaign in 2003, and supported Mayor Willie Brown before that. Lembi continues to be a prominent landlord, the subject of a sympathetic profile by the San Francisco Apartment Association in August 2008.

Yet with lawsuits mounting, the banks foreclosing, and the real estate market slumping, the multigenerational Lembi empire that once controlled more rental units in San Francisco than any other entity appears to be in trouble.

And lest anyone slide under its control unaware, the Lembi empire’s many enemies have organized into a group called CitiStop, supported by groups that include the San Francisco Tenants Union and Pride at Work, which argues that "nothing frightens CitiApartments more than knowledgeable tenants."

www.citistop.live.radicaldesigns.org/index.php

www.sfaa.org/aug2008/0808chapleau.html

Amazing Park(ing) Day

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By Steven T. Jones and Molly Freedenberg
park-ritual.jpg
San Francisco — and cities around the world — celebrated Park(ing) Day today in glorious fashion, transforming hundreds of automobile parking spaces (about 50 in SF alone) into mini-parks and works of art.

Among the highlights: the folks at Rebar, which founded the event here in 2005, made the rounds in their pedal-powered Parkcycle; Temple nightclub and Ritual Roasters each created lush lawns for lounging; SPUR worked with the Great Streets Project to extend the sidewalks with platforms and create a street party complete with DJ and belly dancers; Four Barrels Coffee turned car parking spots into bicycle parking spots; and Interstice Architects had a mobile forest that moved to various spots, including 826 Valencia in the afternoon. Downtown’s parks were said to be liveliest during lunch hour, whereas Mission area installations drew the most activity in the afternoon.

Some images of the event by Steven T. Jones:
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