Parking

Have you seen this van?

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Here’s how bad the economy is: Somebody broke into the Bay Guardian parking lot last night, rammed through the chain-link fence and drove away with our van.

Kinda crazy — it’s ten years old, it’s all beat up — and it has the Guardian logo all over it and a Best of the Bay mural on the side. Hard to hide.

It’s value is probably more sentimental than economic at this point, but we miss it — after all, we used the van as the cover of our Best of the Bay issue back in 1999, when it was brand new. We commissioned the van-mural, designed by Tim Racer at Racer-Reynolds Illustration and painted by Rich Ayer at Signmakers, and we’d hate to see the artwork chopped up or painted over.

So if you see it, call SFPD burglary at 553-1261. Or call us.

Cyclists cheer as SFMTA Board approves Bike Plan projects

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By Rebecca Bowe

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San Francisco Bicycle Coalition Executive Director Leah Shahum (right) and cyclist Lynn Howe moments after the SFMTA Board declared its unanimous support for 45 new Bike Plan projects.

The San Francisco Municipal Transportation Agency Board approved 45 San Francisco Bike Plan projects earlier this afternoon, a move that will nearly double the number of bike lanes in the city.

The unanimous decision prompted cheers and applause from cyclists who turned out at the MTA hearing en masse to voice support for the citywide Bike Plan. Some 200 people signed up to comment at the hearing, and the overwhelming majority were supporters donning hot-pink stickers distributed by the San Francisco Bicycle Coalition that screamed, “Double the number of bike lanes.”

For more than three hours, the board heard personal stories from people who get around by bike: parents, seniors, students, health-care workers, teachers, lawyers, landlords, scientists, and even a 14-year-old boy named Cameron who told the MTA Board that he gets nervous about getting “doored” while riding his bike. (“Sharrows,” the San Francisco-grown road markings that depict arrows in the bike lanes, are designed to keep cyclists out of the car-door zone to reduce the danger of being doored, or slammed by an unexpected door. The bike plan calls for marking 75 miles of on-street bike routes with sharrows.)

Fewer than 20 speakers voiced opposition to the plan, and most took issue with a proposal for Second Street that would reduce parking to accommodate new bike lanes and restrict left turns at various intersections. Several representatives from the South Beach Mission Bay Business Association and the South Beach/Rincon/Mission Bay Neighborhood Association said there hadn’t been enough community outreach conducted in their neighborhood, and called the plan for Second Street “flawed” — but most voiced their general support for enhancing bike lanes in the city. The MTA Board ultimately voted to remove the Second Street project from the package of projects up for approval, setting it aside for further discussion.

Selling the park

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sarah@sfbg.com

GREEN CITY Considering that it exists just a short hop from the industrial grind of Third Street, Candlestick Point State Recreation Area is a surprisingly wild and peaceful 150-acre bayshore park.

On a recent afternoon, a man practiced his golf swings, a group fished off a pier, and a lizard darted across a trail and into a clump of wildflowers, all apparently unaware of the storm gathering around the future of this waterfront habitat.

State Sen. Mark Leno’s Senate Bill 792 would give the State Lands Commission and State Parks Department the authority to negotiate an exchange of 42 acres in the park for patches of land on the former Hunters Point Naval Shipyard, allowing Lennar Corp. to build condos in the state park and reducing Bayview’s only major open space by 25 percent.

Leno claims that SB 792 "will help realize one of the few remaining opportunities for large-scale affordable housing, parks, open space, and economic development in San Francisco by authorizing a key public-private land exchange necessary for the development of Hunters Point/Candlestick Park."

"A lot of this property is dirt, and much of it is used by the 49ers for parking. It’s not high quality park land," Leno told the Guardian.

In addition to adding some amendments suggested by the Sierra Club, Leno said state and federal agencies must approve the deal, which would also require a full environmental impact report. "There will be no environmental shortcutting," Leno said.

But environmental advocates are outraged that Mayor Gavin Newsom and his chief economic advisor, Michael Cohen, are trying to get state legislators to facilitate an unpopular land swap that allows an out-of-state developer to build thousands of condos on state tidelands in exchange for strips and pockets of the toxic shipyard (see "Eliminating dissent," 6/17).

"When Michael Cohen asked us to endorse what they were calling a conceptual framework, he called it a rush to the starting line and promised us a full and robust discussion of the actual proposal," Kristine Enea, who works for the India Basin Neighborhood Association, said of last year’s Proposition G. "We’re not trying to stop the development, but we want a discussion. And we’re raising questions that otherwise won’t be raised until after the environmental impact report is completed."

In April, Newsom wrote to Sen. Fran Pavley, who chairs the state’s Senate Committee on Natural Resources and Water, claiming that plans for the shipyard and Candlestick Point had already been endorsed by the San Francisco Board of Supervisors and overwhelmingly approved by voters in June 2008.

"By utilizing a true public-private partnership, this [SB 792] will cause tens of millions of dollars of public open space investment to state park lands and public trust lands, at no cost to the state or the city’s general fund, providing a significant benefit to the state as well as to the citizens of San Francisco," Newsom wrote.

As part of the land swap, Lennar would pay fair market value for much of the parkland, with estimates of about $40 million that would go to the state for managing the remaining acreage. Lennar proposes to build 7,850 housing units on Candlestick Point, and it’s unclear how many of those will go into what is now a state park.

Critics say Newsom is trying to use Prop. G like a hammer to force through legislation that wouldn’t pass locally and would destroy the park’s current functions and wildlife habitat, forever changing life in Bayview Hunters Point, due to the scale and socioeconomic and environmental impacts of Lennar’s proposed redevelopment.

Created by the legislature in 1977, CPSRA is the state’s first urban park. It offers panoramic views of the wind-whipped bay, San Bruno Mountain, and Yosemite Slough, the only unbridged waterway in the city’s southeast sector. And while it’s not typically crowded, the park is well-used by residents, who like to hike and jog, walk their dogs, and windsurf adjacent to Monster Park stadium.

Saul Bloom — whose nonprofit group, Arc Ecology, angered Cohen and Newsom in February when it published "Alternatives for Study," a draft report that identified deficiencies in Lennar’s current proposal — admits that a section of the park is a weed-filled lot that 49ers fans use for parking on game days.

"But the leasing for parking contributes $800,000 toward park maintenance annually," Bloom told the Guardian, noting that this is a vital source of funding in tough times.

He also noted that the California State Parks Foundation recently raised $12 million to restore Yosemite Slough and the California Solid Waste Management Board (whose members include former Sen. Carole Migden, whom Leno defeated last year) recently completed a $1 million rehabilitation of a former construction debris field on the state park property.

But neither this nor the state Budget Conference Committee’s recent decision to institute a $15 surcharge on vehicle license fees of noncommercial vehicles as a dedicated funding source to keep California’s state parks open will save CPSRA from being hobbled if SB 792 is approved in its current state.

"Surely other land can be used for building condos. Affordable housing and condo residents need open space too," said Peter Barstow, founding director of Nature in the City, noting that the 42-acre parcel of contested land represents 25 percent of the park, but only 5 percent of the 770 acres the developer has at its disposal to build 10,500 units of proposed housing.

"Any loss in acreage would seriously diminish the ability of the park to serve the city’s needs, especially with 10,500 new units proposed for the Lennar development," Barstow said.

He said some "logical swapping" is possible. "But they are doing some numbers game, in which they are counting a huge amount of parkland that is already there."

"We should be thinking how to connect these ecologically isolated islands," Barstow said, who sees this debate as an opportunity to link CPSRA to wildlife corridors in McClaren Park and Bayview Hill. "The development should be in the interest of the people, critters, wildlife and plants in the Bayview, not in those of someone in an office thousands of miles away."

He also scoffed at proponents’ arguments that the density of the development means that it is smart urban growth. "Just because a development is dense is not an argument to build it on a park."

Cohen recently told the Guardian that the 77 acres of the 49ers stadium and all the paid parking inside its facility will be filled with "mainly retail and entertainment," while the 42 acres of state park would be used to build condos.

Meredith Thomas of the Neighborhood Parks Council noted that her group "fully supports the revitalization and redevelopment of the Candlestick Point/Shipyard area … But when folks voted for Prop. G in June 2008, nowhere did the measure say that by voting for it, you are agreeing to sell parkland."

"We are always concerned when municipal land that is being used as a park is put up for sale," Thomas said. "While it’s a state park, it really functions as a neighborhood park for those who use it. I think what happens when we plan for large developments is that we don’t do enough to plan for parks with the density increase that’s coming."

The Sierra Club has been leading the charge against the bill. "We lose 40 acres but gain a bathroom," Arthur Feinstein, the Sierra Club’s local representative jokingly told the Guardian. "Now that’s a good deal!"

Observing that the organization’s position is "no net loss of acreage, no loss of biodiversity, no loss of wildlife corridors," Feinstein said, "There are a ton of alternatives to this plan and no reason to destroy 25 percent of the park or build a bridge and a road over Yosemite Slough."

With Arc’s studies showing that the bridge, which will cost $100 million to construct, only shaves two minutes off travel time, Feinstein added: "This is a road to nowhere. It’ll cost $50 million a minute."

He also said that allowing a company to buy state parkland "sets a terrible precedent… Then every state park is at risk from developers as the state’s budget woes grow. I hope Sen. Mark Leno sees this."

"No one would ever think put housing on Crissy Field," Feinstein continued. "But in the Bayview, the attitude is, why not? That whole mentality has made the area into an environmental justice community. Even when it’s given something, it comes in a costly way to the community, but a cheap way for the developers."

Finally, justice

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It’s not every day a journalist helps overturn life sentences and win multimillion dollar settlements for the aggrieved parties. But that’s exactly what happened last week when San Francisco reportedly agreed to pay $4.5 million to John Tennison, who spent 13 years behind bars for a crime he didn’t commit.

Tennison and his alleged accomplice, Antoine Goff, who were sentenced to life for the execution of Roderick "Cooley" Shannon in 1989, were still behind bars when former Guardian reporter A.C. Thompson dug into their case in 2001.

At the time police linked Shannon’s murder to a war between hoodsters in Visitation Valley and Hunter’s Point over control of the drug trade. Tennison and Goff both had alibis. As Thompson revealed ("The Hardest Time," 01/17/01), witnesses were coached to lie that the pair had committed the murder. In addition, defense lawyers weren’t told about witnesses who said the men were innocent or that a man named Lovinsky Ricard confessed to the crime.

When the Guardian published "The Hardest Time" as a cover story in 2001, Tennison’s brother, who worked in a parking lot near the Keker & Van Nest law office, put copies on the windshield of every car hoping lawyers would read it and offer to help. That’s what happened.

Two of the Keker firm’s associates, Ethan Balogh and Elliot Peters, picked up the case and helped SF Public Defender Jeff Adachi and a team of lawyers win Tennison and Goff’s freedom, working for three years pro bono.

Although it’s a triumph that the city agreed to compensate Tennison (a similar claim by Goff is pending), Shannon’s killer is still at large. In addition, former SF Police Chief Earl Sanders, detective Napoleon Hendrix, and prosecutor George Butterworth walked away without so much as a reprimand, even though Thompson ("The Chief’s other legal problem," 03/05/03) suggested they may have unethically helped put Tennison and Goff behind bars.

In 2003, when Tennison’s sentence was overturned, Thompson wrote: "After my journalistic probe, I felt fairly certain that a terrible injustice had been done, that Tennison and Goff had not killed Shannon, that police and prosecutors had engaged in dubious behavior, and that the real executioner was walking the streets. Still, I never expected the two men to go free. The criminal justice system is stacked against convicts who assert their innocence."

The deadbeat church

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news@sfbg.com

The Roman Catholic Archdiocese of San Francisco is trying to duck paying as much as $15 million in city taxes, according to documents filed by the city assessor’s office.

Assessor-Recorder Phil Ting argues that the archdiocese, which governs a collection of churches, schools, parking lots, commercial buildings, and other real property in the city, shifted 232 parcels of land from two church-held corporations to another church corporation in April 2008, triggering real estate transfer taxes.

The legal issues are complicated, and church lawyer Philip Jelsma wouldn’t return our calls, but the city officials say the deal amounts to this: The archdiocese is moving valuable property out of the hands of a corporation that might be liable for legal claims and into a separate entity that would be exempt from those claims.

And the church is taking two contradictory positions on the reorganizing. According to documents from the Assessor-Recorder’s Office, when the archdiocese is discussing the protection of its assets from litigants, it claims that the legal entities in question are separate and distinct under civil law. However, when the city comes calling for much needed transfer tax dollars, church officials argue that the entities are merely interdenominational under the common banner of the Roman Catholic Church and that the transfers are considered "gifts" under canon law.

The issue comes before the Transfer Tax Board of Review on June 16. If the board, made up of the controller, the tax collector and the head of the Department of Real Estate, upholds Ting’s position, the city will be able to collect between $3 million and $15 million, depending on the assessed value of the transferred parcels.

Major corporations in San Francisco have a long history of using bogus property transfers and shifts in corporate ownership to avoid paying property and transfer taxes. But this case is a bit more curious: why is the Roman Catholic Archdiocese, self-proclaimed champion of the poor, fighting tooth and nail to keep the city from collecting tax dollars that would help fund public welfare programs?

The deadbeat church

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news@sfbg.com

The Roman Catholic Archdiocese of San Francisco is trying to duck paying as much as $15 million in city taxes, according to documents filed by the city assessor’s office.

Assessor-Recorder Phil Ting argues that the archdiocese, which governs a collection of churches, schools, parking lots, commercial buildings, and other real property in the city, shifted 232 parcels of land from two church-held corporations to another church corporation in April 2008, triggering real estate transfer taxes.

The legal issues are complicated, and church lawyer Philip Jelsma wouldn’t return our calls, but the city officials say the deal amounts to this: The archdiocese is moving valuable property out of the hands of a corporation that might be liable for legal claims and into a separate entity that would be exempt from those claims.

And the church is taking two contradictory positions on the reorganizing. According to documents from the Assessor-Recorder’s Office, when the archdiocese is discussing the protection of its assets from litigants, it claims that the legal entities in question are separate and distinct under civil law. However, when the city comes calling for much needed transfer tax dollars, church officials argue that the entities are merely interdenominational under the common banner of the Roman Catholic Church and that the transfers are considered "gifts" under canon law.

The issue comes before the Transfer Tax Board of Review on June 16. If the board, made up of the controller, the tax collector and the head of the Department of Real Estate, upholds Ting’s position, the city will be able to collect between $3 million and $15 million, depending on the assessed value of the transferred parcels.

Major corporations in San Francisco have a long history of using bogus property transfers and shifts in corporate ownership to avoid paying property and transfer taxes. But this case is a bit more curious: why is the Roman Catholic Archdiocese, self-proclaimed champion of the poor, fighting tooth and nail to keep the city from collecting tax dollars that would help fund public welfare programs? *

Finally, some justice for John “J.J.” Tennison

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Text by Sarah Phelan
As the Chronicle reports today, the city has agreed to pay $4.5 million to John “J.J.” Tennison, who spent almost 14 years in prison for a crime he didn’t commit.

What the Chronicle doesn’t mention is the work of former Bay Guardian investigative reporter A.C. Thompson, whose award-winning series on the case went a long way in helping to reverse the conviction of Tennison and his alleged accomplice Antoine Goff, who were sentenced to life for the execution of Roderick “Cooley” Shannon in a lonely Vis Valley parking lot in August 1989.

“After my journalistic probe, I felt fairly certain that a terrible injustice had been done, that Tennison and Goff had not killed Shannon, that police and prosecutors had engaged in dubious behavior-and that the real executioner was walking the streets,” wrote Thompson in September 2003, shortly after Tennison’s life sentence was overturned.

And while it’s a triumph of sorts that the city has agreed to compensate Tennison, whoever executed the 18-year-old Shannon almost 20 years ago, “with shotgun blasts to the shoulder and head,” as Thompson’ reported in 2001 in his kick-off piece “The Hardest Time,“is still at large.

When Thompson started digging into the case in 2001, he found that “police linked Shannon’s murder to a raging war between hoodsters from Vis Valley and Hunter’s Point. Young people-mostly African American-in the two housing project-heavy districts were waging a bloody battle for control of the drug trade, a battle that had escalated into a string of life-for-life revenge killings.”

Both Tennison and Goff had alibis, but even as Thompson dug deep and masterfully laid out at the weaknesses, flaws and inconsistencies in the so-called evidence against them, he wasn’t holding his breath that justice would be served.

“Still, I never expected the two men to go free,” Thompson admitted in 2003. “The criminal justice system is stacked against convicts who assert their innocence.”

But after another judge freed Tennison’s codefendant, Antoine Goff, who was serving 27 years to life, and a Superior Court judge declared both men innocent, Tennison and Goff sued in federal court, saying the city had violated their civil rights.

Last month, the city attorney’s office reached a proposed settlement with Tennison. Goff’s case will go on trial later this year.

But to date, former Chief of Police of San Francisco, Earl Sanders, Detective Napoleon Hendrix, and other police officers associated with the CRUSH violent crimes unit, which was involved in investigating the case, and prosecutor George Butterworth, have walked away unscathed, even though Thompson dug up all kinds of evidence that suggested that the police had engaged in misconduct in helping to put Tennison and Goff behind bars.

As Thompson’s articles revealed, witnesses were coached to lie that Tennison and Goff committed the murder. The existence of witnesses who said that the men were innocent and that another had done the killing were hidden from the defense. And when someone confessed to the crime, they didn’t tell the defense.

This malpractice of the law and malfesance lead to Tennison and Goff rotting behind bars for thirteen years. But after Thompson’s initial cover story on Tennison, The Hardest Time, came out in 2001, Tennison’s brother, who worked in a parking lot near the offices of noted defense lawyer John Keker, put copies of the article on the windshield of every car, hoping some lawyer would read it and offer to help. And that’s what happened.

Two of Keker’s associates Ethan Balogh and Elliot Peters picked up on the case and helped Public Defender Jeff Adachi and a team of lawyers win Tennison’s freedom, work ing their asses off for three years pro bono.

Thompson has previously stated that he’d like to write a book when the whole saga plays itself out, called A Black on Black Crime, “because the two homicide detectives were famous African-American detectives, and the two dudes who were framed were innocent average black dudes from the hood.”
He couldn’t be reached for comment today, but here’s hoping he’s polishing the final chapters, right about now.

Round one

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sarah@sfbg.com

The Board of Supervisors’ narrowly thwarted attempt to reject the Municipal Transportation Agency’s 2009-10 budget was the first in a wave of anticipated showdowns between Mayor Gavin Newsom and the progressives this summer as budget season gets underway.

The mayor appeared to win this particular showdown when the board voted 6-5 not to reject the MTA deal May 27, although the skirmish helped progressives voice their concerns over Newsom’s budget priorities. It also gave board President David Chiu the opportunity to conduct a masterful interrogation of MTA executive director Nat Ford that set the stage for Sup. John Avalos to try to place a charter amendment on the November ballot that would make MTA more accountable and accessible.

That said, the final MTA deal — which closes a $129 million deficit on the backs of Muni riders (through service cuts and fare hikes) rather than motorists (MTA governs all parking revenue) by a ratio of about 4-1 — seems to be inconsistent with San Francisco’s official "transit-first" policy.

Chiu was the first to suggest rejecting the deal when it became clear that the Mayor’s Office has been using the MTA as a backdoor ATM, authorizing $66 million in work orders for things like salaries for Newsom’s environmental aides and compensating the police department for vaguely defined security services.

The practice made a mockery of Prop. A., which voters approved in 2007 to increase funding to Muni by $26 million annually. But since then, work orders from unrelated city departments, including the police and Newsom’s 311 call center, had increased by $32 million.

"If people have to pay more for less, they will stop taking Muni," Chiu said at the May 6 Budget Committee hearing on the MTA budget.

Sup. David Campos also took issue with the work orders and service cuts. "Whatever money riders of Muni pay into the system should be used for public transportation," Campos said.

In the end, Chiu got the agency to trim $10 million from its budget, restore $8.6 million in proposed Muni service cuts, and delay the increases that seniors, youth, and the disabled will pay for fast passes. In exchange the board voted 6-5 May 12 to drop its MTA’s budget challenge, allowing fares to increase to $2 and for services to be reduced. Sups. Campos, Avalos, Ross Mirkarimi, Chris Daly, and Eric Mar dissented.

"We needed to work this out so we can move forward on the myriad issues before us," Chiu said.

But led by Avalos, who chairs the board’s powerful Budget and Finance Committee, the progressives revived the issue the next day. "Given our grave economic crisis, we owe it to seniors, youth, and other low-income Muni riders to come up with a better budget, one that ensures Muni accessibility and accountability," Avalos said.

Instead of increasing fares and cutting services, Avalos suggested that the MTA extend meter hours to evenings and Sundays. For a moment, it looked as if the progressives would be able to muster the seven votes needed to reject the deal. Ultimately Chiu, Sophie Maxwell, and the other MTA budget opponents stuck to the deal, which was reapproved May 27.

But the episode underscores why Avalos wants to reform the composition of the MTA board. Currently the mayor appoints all seven members. The only thing the supervisors can do is confirm or reject his nominations.

The mayor also appoints MTA’s executive director. Under Newsom, Ford was hired to the post for $316,000 annually, making him the city’s highest paid employee and someone who feels accountable to the mayor. "In all the cities, the mayor takes the heat for the transit system," Ford told the Guardian when challenged on his agency’s seeming lack of independence.

But under Avalos’ amendment, the mayor and the Board of Supervisors would each nominate three board commissioners while voters would elect the seventh. "The new MTA board composition will create greater checks and balances and also ensure that the MTA director is not solely accountable to one person, but to a board that is more representative of the city and county of San Francisco," Avalos said.

MTA now faces an additional $10 to $16 million deficit, thanks to union negotiations and fears that the state will raid city property tax and gas tax coffers. But as part of his budget deal with Chiu, Ford promised that the agency would study extending parking meter enforcement hours to close the gap.

Confirming that the agency dropped a $9 million a year proposal to extend meter hours citywide after receiving input from merchants, Ford said that "we’ll clearly have to revisit parking. We’ll be looking at how to administer extended meter hours, and how that impacts churches if we do it Sundays. But we are sitting here with a structural deficit that’s been going on for decades. We need to figure out the revenue streams we need to enhance the system."

Campos thought that a progressive Board of Supervisors should have gotten a better MTA budget. "As Sup. John Avalos and I pointed out, there’s almost nothing different between this budget and what was presented last week," Campos said. "I think it’s an illustration of how it is not enough to have power. You have to be willing to use it."

But Chiu defended his deal as a necessary way out of the board conflict with Newsom’s office. "Nat Ford has committed publicly and privately that he will propose meter hour change. And MTA Board President Tom Nolan has committed that he will ensure that car owners pick up more of the burden, and that if the budget gets worse, the additional problems won’t be balanced on the backs of Muni riders, which was not something we heard last week," Chiu said.

Avalos was less sanguine: "It was a clear moment for the Board of Supervisors to support transit-first and the city’s most vulnerable residents."

But he felt that concerns about the deal, and the realization that Newsom is an increasingly absent mayor, will help voters see the need for MTA reform.

"There wasn’t a single MTA commissioner or director accessible or accountable to the greater part of San Francisco. But they were responsive to Room 200, the Mayor’s Office," Avalos said. "Clearly, we need greater checks and balances."

Mirkarimi observed how, when faced with a crisis, people make practical decisions. "What gets lost when we are in crisis mode is our larger objective," he said. "We are a transit-first city that has strong climate change legislation, and Mayor Gavin Newsom is constantly campaigning on green issues. So it’s counterintuitive for us to broker an MTA budget on the backs of Muni riders and not understand that this deal could diminish that ridership."

But MTA spokesperson Judson True believes that what got lost in the discussion is that, as a result of Proposition A, the agency adopted a two-year budget that slapped drivers with increased rates and fees in 2008 while Muni riders and services were mostly spared.

Things changed, True said, when the economy tanked in 2008 and the MTA was left facing an unprecedented deficit. "At that point we reopened the budget and put everything on the table," True said.

Either way, Chiu has been urging supervisors to move on and focus on the next big thing: the mayor’s budget. "There’s a half-billion dollar hole in this budget," Chiu said last week. "It’ll make this debate look like child’s play."

Steven T. Jones contributed to this report.

Shrinking government

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steve@sfbg.com

Mayor Gavin Newsom released his proposed 2009-10 city budget June 1, proclaiming it far better than doomsayers predicted and emphasizing how he minimized cuts to health and human services that he once said could be as deep as 25 percent in order to bridge a $438 million budget deficit.

"It doesn’t come close to balancing on the backs of our health and human services agencies, as some had feared," Newsom told the department heads, elected supervisors, and journalists who were tightly packed into his office for the announcement event.

But there’s still plenty of pain in a city budget where the General Fund — the portion of the budget local officials can control — would be reduced by more than 11 percent, its only reduction in recent memory. And at a time when every reasonable Democrat in Sacramento has been nearly begging for tax hikes to prevent budget blood, San Francisco’s Democratic mayor proudly proclaimed that there are no new taxes in the budget.

"We didn’t raise taxes, and we didn’t borrow," he said. You can almost hear that line being repeated in the ads he’ll be running as he campaigns for governor.

Newsom proposes slashing the city’s public health budget by $128.4 million, or 8 percent (a total of 400 employees), while the human services budget would take a $15.9 million hit, or 2 percent. "That’s a lot, but by no means is it devastating," Newsom said, noting that he restored some of the deepest cuts that were the subject of alarming public hearings. "I listened to the public comments at the Board of Supervisors… Things got a lot better than the headlines and the hearings."

The proposed budget includes 1,603 full-time-equivalent layoffs, or a 5.8 reduction in the city’s workforce, trimming more than $75.5 million from the general fund budget. In addition, the Department of Health and Human Services is cutting back its workweek to 37.5 hours to further trim costs.

"The smoke hasn’t cleared yet and there’s a lot of devastation in this budget that isn’t being talked about," Sup. John Avalos, who chairs the Board of Supervisors Budget Committee, said at the event. Newsom’s budget will be analyzed and then face its first committee hearing June 17, with approval by the full board required by July 31.

"The mayor told us a lot about what’s in the budget, but not a lot about what’s not in the budget, so we’ll spend a few days figuring that out," board President David Chiu told the Guardian.

The budget was aided greatly by more than $80 million in federal stimulus funds and other one-time revenue sources (such as $10 million from the sale of city-owned energy turbines) that were used to plug this year’s gap and offset cuts by the state and depressed tax revenue.

Although Newsom doesn’t want to raise taxes, licenses and fees would go up 41 percent, increasing revenue by $64 million to $220 million. Some of those proposed fee hikes range from the cost of parking in city-owned garages to admission fees for city-owned facilities such as the Strybing Arboretum. Muni riders will also see fares hiked to $2.

There will also be deep cuts to some key city functions. The Department of Emergency Management would take a 24 percent cut under the mayor’s plan, while the Department of Building Inspection faces a 20 percent cut to expenditures and a 29 percent reduction in staff.

The Planning Department would also take a hit of about 7 percent, with most of that focused on the department’s long-range planning functions, which were slashed by 19 percent to $4.7 million.

But it’s not an entirely austere budget. The police and fire departments have status quo budgets with no layoffs. Travel expenses would increase 13.5 percent to $2.9 million and the cost of food purchased by the city would rise 127 percent to $7 million.

The Mayor’s Office of Economic and Workforce Development — which often uses public funds to subsidize private sector projects — would get a 32 percent increase, to $24.7 million.

It’s unclear how much the Mayor’s Office has shared the budget pain. During the presentation, Newsom said his office’s budget has been cut by 28 percent, but he later clarified that was spread over the five years he has been mayor. Yet even that is tough to account for given that some functions have been shuffled to other departments.

The document shows a proposed 60 percent increase in the Mayor’s Office budget, although the lion’s share of that comes from the Mayor’s Office of Housing’s one-time financial support for some long-awaited projects, including rebuilding the Hunters View housing and support services project for low-income people connected to the Central YMCA, and an apartment project on 29th Avenue for people with disabilities.

Avalos has said he will look to find money by cutting some of the highly paid policy czars and communications specialists added to the Mayor’s Office in recent years, as well as Newsom’s cherished 311 call center and the Community Justice Court he created. Supervisors are also expected to resist Newsom’s penchant for privatization. Newsom proposed to privatize seven city functions, from jail health services and security guards and city-owned facilities, and to consolidate another 14 functions between various city departments.

Newsom pledged to work with supervisors who want to change the budget, continuing the rhetoric of cooperation that he opened the budget season with in January, which supervisors say hasn’t been matched by his actions or the secretive nature of this budget. "This budget is by no means done," Newsom said. "It’s an ongoing process."

In fact, Newsom warned that the budget news could be even worse than his budget outlines. Gov. Arnold Schwarzenegger is talking about new cuts that could total $175 million or more for San Francisco only, although Newsom only included $25 million of that in his budget because it went to the printer on May 22 and the total hit is still unclear. "So," Newsom said, "we’re by no means out of the woods."

Editor’s Notes

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› Tredmond@sfbg.com

The absolute most stunning statement of how messed up the state of California is emerged last week from the state director of finance, explaining why the proposed budget cuts fall so heavily on services for the poor. Let me quote directly from The New York Times:

"Government doesn’t provide services to rich people," Mike Genest, the state’s finance director, said on a conference call with reporters on Friday. "It doesn’t even really provide services to the middle class.

"You have to cut where the money is," he added.

Um … government doesn’t provide services to rich people? What about, say, the roads they drive on, and the airports they fly in and out of? What about the vast sums the state spends putting out fires that threaten wealthy enclaves in Southern California? What about the public education system, which trains workers for businesses? What about the entire criminal justice system, which exists to a significant extent to prevent poor people from taking rich people’s money?

Do you think Sergey Brin and Larry Page would have become Google billionaires if the Internet — developed and paid for by the government — didn’t exist?

No. Federal, state, and local governments all spend money on services for the rich. And by and large, those services don’t get cut when budgets are busted, and by and large, the rich don’t pay their fair share for the services they get — and by and large, nobody in politics talks about that when these nasty decisions get made.

It doesn’t have to be this way. Let’s just remember that as 900,000 kids lose their health insurance and California becomes, in the words of Mayor Gavin Newsom, the first state in the industrialized world to have no welfare system at all. It doesn’t have to be this way.

Cutting services for the poor, as opposed to cutting things rich people want and need, or making them pay a tiny bit more to keep society stable, is a political choice.

The American Federation of State, County, and Municipal Employees just put out a fascinating document looking at alternatives to the governor’s cuts — including a bunch of things that can be done without the two-thirds vote required to raise taxes. There are, for example, about $2.5 billion worth of useless and wasteful tax loopholes identified by AFSCME that could be closed (hurting the rich, helping the rest of us). That would save a lot of health and welfare programs.

San Francisco has choices, too. Downtown parking fees hit wealthier people; Muni fare hikes are a tax on the poor. A congestion management fee on downtown would overwhelmingly hit wealthier commuters; cuts in public health overwhelmingly hit the poor. The Tenderloin’s Community Justice Center hurts low-income people (and helps rich tourists and the hotels scare away the homeless).

The thing that kills me is that some of us have been saying over and over — for years and years — that the city needs to develop a better tax system (which will require a public vote) to minimize these cyclical crises. And some of us have been pointing out that a public power system would generate several hundred million a year (and that private power is sucking $600 million a year out of the local economy).

Do we have to keep blundering from disaster to disaster? For how long?

*

God rides the bus

4

By Tim Redmond

601jesus.jpg
Or maybe he takes his bike — but he doesn’t park in the median

Sarah Phelan interviewed Nat Ford, the head of Muni, for her story on the Muni budget that will appear in Wednesday’s Guardian. I have to offer a sneak preview of one of his comments.

Confirming that the agency dropped a $9 million a year proposal to extend meter hours citywide after receiving input from merchants, Ford said, “We’ll clearly have to revisit parking. We’ll be looking at how to administer extended meter hours and how that impacts churches if we do it Sundays. But we are sitting here with a structural deficit that’s been going on for decades. We need to figure out the revenue streams we need to enhance the system.”

Wait, wait, wait.

The impact on churches?

Mr. Ford, let me clue you in on something. In San Francisco, particularly in the Mission, nobody every parks at a meter to go to church on Sunday. They park in the middle of the goddam street.

This is illegal. There are no permits required. The cops just look the other way.

And, as I pointed out when I last wrote about it:

Nobody else gets to do this.

If you go to see the (secular) Mime Troupe in Dolores Park and you stick your car in the middle of the street, you get a ticket. If you drink at a (secular) bar or eat at a (secular) restaurant and you leave your car in the Valencia Street median, you get cited. You can’t double park while you run in for a (secular) cup of coffee at Muddy Waters.

You can’t even do it when you go to yoga, which for a lot of people is a spiritual experience.

You want some money, Nat? Make the damn churches pay a fee for the damn free parking they get. I’m sorry: If you don’t want to pay for parking, you can ride the bus to church. Or walk. Or ride your bike. That’s what Jesus would do. Right?

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

0

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

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

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

Avalos seeks greater transit justice

6

Round three of the battle between Mayor Gavin Newsom and the Board over the Municipal Transportation Agency’s budget saw Sup. John Avalos, throw a powerful one-two punch at the Mayor’s Office, with the backing of Board President David Chiu and Sups. David Campos, Chris Daly, Eric Mar, Sophie Maxwell and Ross Mirkarimi.

Last week, as Avalos observed, the Board did not have the votes needed to reject the MTA budget, but today
they had enough to delay decisions on the MTA budget until at least next week: a special meeting was set for noon, May 27, to discuss the details in an alternative, transit-first budget that Avalos is calling the “Transit Justice Package.”

Under Avalos’ proposal, the MTA 2009-10 budget would roll-back proposed fare increases for seniors, youth and lifeline uers, restore bus lines to public housing, while increasing parking fees in the city’s downtown core on Sundays and evenings, and eliminating public subsidies in city parking garages.

“Given our grave economic crisis , we owe it to seniors, youth and other low-income MUNI riders to come up with a better budget that ensures MUNI accessibility and accountability, “ Avalos said, while his progressive colleagues noted that transit advocates are concerned that the under the budget that Newsom has been pushing, MUNI riders would pay four times more than drivers of private vehicles.

And then Avalos ntroduced a charter amendment to reform the MTA Board composition. Currently, the mayor appoints all seven members of the MTA Board and all the supervisors can do is confirm or reject these nominations.

Avalos’s charter amendment, which will be on the November ballot, proposes to split these appointments, so that the Mayor and the Board of Supervisors each get to nominate three commissioners, and the seventh is elected by the voters of San Francisco.

“The new MTA Board composition will create greater checks and balances and also ensure that the MTA director is not solely accountable to one person, but a Board that is more representative of the City and County of San Francisco,” Avalos said.

Uphill climb

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steve@sfbg.com

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Board restores some Muni service, but Newsom gets his fare hike

18

By Steven T. Jones

After hours of negotiations between the Mayor’s Office (mostly via its representative, Sup. Carmen Chu) and progressive members of the Board of Supervisors, President David Chiu reconvened his colleagues this evening to announce that he had cut a deal on his challenge to Muni’s budget: “I’m happy to say we’ve made good headway.”

Chiu asked MTA chief Nat Ford to announce the terms: the agency would trim $10.3 million from the budget (a $2.8 million reduction in the $66 million it is giving to other city departments, $6.5 million in salary and operations savings and other nips and tucks, and $1 million in increased parking revenue after a 90-day study of extending meter hours) and restore $8.6 million in proposed Muni service cuts, immediately complete MOU negotiations with the SFPD to finally explain why the MTA is giving them millions of dollars every year, and delay by six months increases in what seniors, youth and the disabled will pay for Fast Passes.

Everyone thanked Chiu for taking the lead on challenging the MTA budget and negotiating a settlement to this conflict with Mayor Gavin Newsom, then all the progressive supervisors criticized the package as a bad deal that unduly punishes Muni riders and lets Newsom get away with raiding what is supposed to be an independent agency. “I have to say I’m utterly disappointed with where we are right now,” said Sup. David Campos, the first to react to the freshly inked deal.

The board voted 6-5 to drop its challenge of MTA’s budget, allowing fares to increase to $2 and services to be reduced, with Sups. Campos, Ross Mirkarimi, Chris Daly, John Avalos, and Eric Mar in dissent.

Seeming stung by the criticism of his colleagues, Chiu seemed to lay blame where it belonged when he said, “On Friday, the mayor and I had a conversation about this budget and it was made clear to me that there wouldn’t be any movement….We needed to work this out so we could move forward on the myriad issues before us.”

Rewrite the Muni budget

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

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

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

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

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

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

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

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

How to fix public transit

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

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

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

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

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

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

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

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

Dave Snyder is transportation policy director at SPUR.

Newsom pushes hard for Muni budget cuts

2

By Steven T. Jones
newsom on muni.jpg
Newsom only rides Muni for photos ops, so he won’t feel the pinch of paying $2 fares for decreased service.

As the Board of Supervisors prepares to vote this afternoon on a Muni budget that would raise fares and cut service in order to subsidize other city departments and protect drivers from increased parking fees, pressure from Mayor Gavin Newsom has reportedly flipped Sup. Bevan Dufty and weakened the resolve of the final swing vote, Sup. Sophie Maxwell.

Streetsblog has an excellent report (including audio from Newsom yesterday) about how Dufty – after voting against the Muni budget in committee just last week — has relented to accusations by the Mayor’s Office that a vote against the MTA budget is a vote to widen the city’s budget deficit.

Yet the reality is that the city charter makes the MTA an independent agency, not a piggybank for the Police Department, Newsom’s cherished 311 call center, or the other city agencies that will siphon off $66 million in Muni funds through work orders for functions that they perform anyway. Work orders have increased by way more than the $26 million per year that Newsom encouraged voters to give Muni by approving Prop. A in 2007.

Newsom tried dismissed arguments that the budget would create a downward spiral for Muni, which is already reeling from state budget cuts, saying of the issue “this is nothing.” He also said, “You have to be responsible for the things you advocate because there’s tradeoffs.” That’s true, and apparently Newsom is willing to trade the MTA’s independence and the quality of public transit in San Francisco for appeasing the cops, subsidizing 311, and justifying his budgetary unilateralism and opposition to new revenue measures.

Muni flunks Econ 101

10

By Tim Redmond

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

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

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

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

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

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

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

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

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

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

Historic proportions

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news@sfbg.com

GREEN CITY "110 The Embarcadero" is the stately address of a building that doesn’t exist yet. But the battle that continues to be waged over this proposed development, along with skirmishes that are brewing over other proposed buildings nearby, speaks volumes about a complicated tug-of-war that is emerging over a prominent slice of the city’s northern waterfront.

Preservationists are concerned about saving a union hall on Steuart Street that housed the International Longshoremen’s Association during the strike of 1934, which would be razed to build 110 The Embarcadero. That’s one of a number of historic properties critics say could face the wrecking ball as new building plans are drafted. Other proposals, among them 8 Washington and 555 Washington, have neighborhood activists anxious about long skyscraper shadows that could be cast on public parks, the development pressure that would result from allowing skyscrapers to exceed height limits, and views of the bay that would be enhanced from inside luxury high rises but blocked to others.

On the other side of the coin, building-trades union members increasingly desperate for work are fervently advocating for new construction projects that would open the spigot on jobs. And the Port of San Francisco hopes development money will help cover its huge infrastructure backlog.

Meanwhile a report released in early April by the Bay Conservation and Development Commission noted that the waterfront stretch from Pier 35 to the Bay Bridge is one of the most vulnerable to sea-level rise. As plans for this part of the Embarcadero are hashed out in public hearings and architects’ sketches, a new reality must be factored into the mix: some of that land could soon be underwater.

MISSING HISTORY


110 The Embarcadero initially won praise for its goal of attaining the highest certification level for nationwide green-building standards. Sponsored by Hines Interests, it was a shining example of ecodesign that even featured living vines climbing the sides. Even though it would shoot 40 percent above the allowable height limit of 84 feet, the San Francisco Planning Commission gave it a green light.

Enthusiasm waned, however, when historic preservationists pointed out that the building slated for demolition — 113 Steuart St. — was an ILA labor hall during the famous maritime strike of 1934, which erupted into violence after two union members were gunned down by police and led to a four-day general strike that paralyzed the city. "Harry Bridges rose to fame in this building," says architectural historian Bradley Weidmeier, referring to the famous labor leader. "Labor historians from around the country are going to be blocking this."

Hines hired a leading historic architecture firm, Page & Turnbull, to conduct a historic assessment of that building as part of the planning process. Yet the initial report neglected to mention anything about the building being at the center of a profound moment in San Francisco’s labor history.

Former Board of Supervisors president Aaron Peskin, an opponent of the project, says the gaps in information weren’t hard to miss. "The fact that it was ground zero for bloody Thursday, that it was ground zero for the general strike … that people were shot in front of there, that their bodies lay inside. You want to know how we found that out? We got it online," Peskin said.

Page & Turnbull later submitted an addendum, including historic photos depicting people crowding into the two-story building to pay respects to the slain union members. The firm acknowledged its historic significance this time, but asserted that the now-empty building had undergone too many retrofits to comply with historic landmark requirements.

This, too, was challenged by project opponents. "You can look at pictures of dead people laying there on the sidewalk with that building in the background, and look at it today, and godammit, it’s pretty much the same building," Peskin says.

The Board of Supervisors in mid-March approved an appeal of the project and instructed city planners to prepare an environmental impact report. Ralph Schoenman, a preservation advocate who says he met with board members about the project, told us that "members of the board were plainly shocked by finding out that the historic report was so flawed and untrue."

That feeling may have lingered for some at the April 21 bard meeting when Supervisors voted 7-4 to reject Mayor Gavin Newsom’s nomination of Ruth Todd, a Page & Turnbull principal, to the city’s Historic Preservation Commission.

WHOSE WATERFRONT?


Though the project has been stalled, the issues it stirred are gaining momentum. The picture of what this stretch of the Embarcadero could look like is shaping up to be quite different from developers’ gauzy artistic renderings. Sue Hestor, a land-use lawyer, is a driving force behind a community-led meeting scheduled for June 24 at the headquarters of International Longshore and Warehouse Union Local 34 (the successor to ILA) to initiate a new approach to development along the western edge of the Embarcadero.

"Threatened demolition of the 1934 Waterfront Strike headquarters at 113 Steuart has pulled us together," Hestor wrote in a widely disseminated e-mail. "The community will proactively start defining changes we want. No more waiting for a developer proposal, then meekly responding. The community gets to define how the city should look … along the northeast waterfront. When you start at the Embarcadero it is possible to weave in so many areas, so many neighborhoods, so much of our political and immigrant and labor history."

ILWU members are joining with preservationists in the effort to preserve 113 Steuart. "We are at a historic moment when working people are under unprecedented attack," a team of six Local 34 leaders wrote in a recent statement opposing the demolition. "That living history is a prologue to our struggles of the future."

Not all labor unions agree. At a picket staged by San Francisco’s Building and Construction Trades Council outside a Democratic Party luncheon April 21, protesters carried a few flew signs reading "How can we feed our kids with history?" The signs referenced the city’s Historic Preservation Commission, but the same question might be asked of 110 The Embarcadero, which was favored by building-trade workers.

Neighborhood groups are also worried because the construction of the two proposed 84-foot condominium towers at 8 Washington could cause the adjacent Golden Gateway Tennis and Swim Club to lose half its facility. "Six hundred to 700 kids come every summer to learn to swim and to play tennis," Club director Lee Radner says. "To us, it’s just a matter of the developer not considering the moral issues of the neighborhood club that has given so much to the community." Friends of Golden Gateway (FOGG), which formed to preserve the club in the face of development, has hired Hestor as its attorney.

Because the development would be partially built on a surface parking lot controlled by the Port Commission, a parcel held to be in the public trust under state law, developers proposed a land-swap to get around provisions prohibiting residential uses in those parcels. Renee Dunn, a spokesperson for the Port Commission, noted that the Port’s annual revenues total $65 million, while the amount that would be needed for repairs and maintenance of its century-old infrastructure is almost $2 billion. In general, "Public-private developments provide the dollars needed to make improvements," she told us.

In the wake of concerns about 8 Washington, Board of Supervisors President David Chiu sent a letter to the Port Commission requesting an update to the waterfront plan for that area. "Concerns are currently being raised regarding the proposed development … and the future development of seawall lots along the northern waterfront, and I share many of these concerns," Chiu wrote. In response, the Port agreed to conduct a six-to-eight month focus study for those seawall lots.

Meanwhile, a quietly growing problem may mean that plans for this stretch of the Embarcadero will get more complicated. A report released in early April by the Bay Conservation and Development Commission predicts a 16-inch rise in the level of the San Francisco Bay by 2050, and a 55-inch rise by 2100, based on data from the Intergovernmental Panel on Climate Change. Along San Francisco’s waterfront, the most vulnerable area will be from Pier 35 to the Bay Bridge, the report found. "Sea-level rise has been linear, and it’s continuing, and we expect that based on what we know about climate change, it will accelerate," notes Joe LaClair of BCDC. In the event of storm surges, he adds, "we will have to find a way to protect the financial district from inundation."

As local governments begin to get up to speed on mitigating the effects of climate change, new questions — beyond developers’ plans vs. neighborhood input — will have to come into play. One that BCDC plans to tackle in coming months, LaClair notes, is: "What does resilient shoreline development look like?" It’s a good one to start asking now.

Zazang Korean Noodle

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paulr@sfbg.com

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

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

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

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

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

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

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

ZAZANG KOREAN NOODLE

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

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

2340 Geary, SF

(415) 447-0655

Beer and wine

AE/MC/V

Noisy, but not too

Wheelchair accessible

Men and their Moogs: Junior Boys vs. Sebastien Tellier

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By Andre Torrez

I went to Bimbo’s to see Junior Boys on a whim. I knew someone who had an extra spot on the list. I didn’t know what I was getting into, and was just happy to hang with my friend. Parking was a bitch, but we settled on a lot and made our way into the swank club. North Beach was definitely in the house.

Looking around, I couldn’t help but notice that this wasn’t exactly my scene. I felt like I was in an episode from The O.C. where the kids somehow get to hang in the bar and watch the latest “cool indie band” circa-2004. Waiting in anticipation of a band you don’t know usually proves to be anti-climactic, but there was something about the performance itself that was amiss. It didn’t take long for me to put my finger on it: I was annoyed at the lack of camaraderie between the band members, especially the core songwriting duo: the front man and the mysteriously silent man on the Moog synthesizer directly to his left. The drummer was in the background as expected, albeit all Genesis-looking because of the cool lighting, but the lead singer and this Moog man were placed prominently next to one another even though Moog man never spoke a word. I guess he had a cool haircut and all, but if you’ve got nothing to say and little to do, why take the spotlight? He might as well have been a prop. It was almost as if a wall was dividing front man and Moog man — they had little to no interaction with one another on stage. Not even a glance.

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Moog man and frontman.

The two main men of Junior Boys would be better off pursuing separate musical paths, instead of catering to trends by fusing the electronic with the organic. With his scruffy look, the lead singer-guitarist came across as more of a traditional songwriter. He focused on lyrics and on connections with the audience. He was adept at banter and seemed to thrive off the audience’s energy. The man at the Moog admittedly held down the electronic portion of the show, but he was utterly detached. Given the opportunity to let loose, I’m sure he’d come alive — if he just wasn’t stifled by that other guy with the words and guitar. Both parties would flourish creatively if they just ditched the commercial combination sound. But who am I to judge? It’s probably payin’ the bills.

One night later at the Independent, Sebastien Tellier had the Moog-and-guitar combo down to a science. His sound was a perfect balance of heavy, deep, and dark elements. He had a lot more fun mixing synthesizers and rock star posturing, with a guitar representing a full-on phallus.

Appetite: Hot tamales, banana cookies, $1 martinis, and more

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tbtb2008.jpg
Hot Tamales on Sun/26. See “Events” below

As long-time San Francisco resident and writer, I’m passionate about this city and obsessed with exploring its best food-and-drink spots, events and news, in every neighborhood and cuisine type. I have my own personalized itinerary service and monthly food/drink/travel newsletter, The Perfect Spot, and am thrilled to share up-to-the minute news with you from the endless goings-on in our fair city. View the previous installment of Appetite here.

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NEW OPENINGS

Anthony’s Cookies satisfies your cookie craving all day long
On the same Mission block as Suriya Thai (R.I.P.), is a new cookie kitchen that can help assuage the loss of my favorite Thai. Anthony (who has spent over 10 years perfecting his craft) and his staff give a friendly welcome as they bake, for now offering a half dozen cookies for $5, or $9.25 a dozen, eventually selling them individually. On the blessedly smaller side, they’re warm and about as homemade tasting as they smell. There’s toffee chip, banana (like banana bread in cookie form), cinnamon sugar, whole-wheat oatmeal cranberry, gooey chocolate chip, and maybe my favorite? Cookies and cream. Tastes like home.
1417 Valencia, SF
415-655-9834

www.anthonyscookies.com

Moussy’s brings French cooking classes, movies and Petit Dejeuner to Nob Hill/Polk Gulch
Downstairs from Alliance Francaise, there’s a new stop pre or post AF’s French language classes and film screenings: Moussy’s, an intimate, candlelit cafe for a morning croissant and cappuccino, or lunch time respite, serving salads, baked brie, and pot pies. They’ll soon be offering French cooking classes and film nights, too, ensuring that foodies, expats, bohemian artists, poets and aspiring cooks have a true Parisian cafe hangout.
1345 Bush, SF.
415-441-1802
www.moussys.com

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EVENTS

April 26 – Tamales (and margaritas) By the Bay at Fort Mason
Tamale lovers come out en masse to Fort Mason for Tamales By the Bay. Sample tamales and salsas from Nor Cal’s best in styles from Oaxacan, Yucatecan, Salvadoran to Chilean, and vendors like La Cocina and Rancho Gordo. Margarita Gladiators will be battling it out for best margarita, which you can, of course, also sample, while grooving to live music, demos and a raffle of prizes from JetBlue tix to a bottle of Partida Elegante Extra Añejo Tequila. Arriba!
12-4:30pm, $40
Fort Mason Center, Landmark Building A
Buchanan Street at Marina Boulevard
415-695-9296
www.tamalesbythebay.com

April 27 – Ministry of Rum Festival comes to Hangar One
Consider it a pre-Summer rum fest… Hangar One/St. George’s Distillery, home to beloved Hangar One vodkas and St. George’s incomparable spirits, is the hangar island site for all things rum at SF’s Ministry of Rum Fest. Vendors like Leblon, El Dorado, St. Bart’s and Ron Barcelo educate on their sugar cane spirits, while primo Bay Area mixologists like Martin Cate, founder of Forbidden Island Tiki Lounge, Erik Adkins from Heaven’s Dog, Thad Vogler of Bar Agricole, Brooke Arthur of Range, and Duggan McDonnell of Cantina, showcase rum-based cocktail creations. There’s cheese pairings and door prizes to boot. Though plenty of free parking can be had at the distillery, those on foot or drinking (wait, won’t that be everyone?), are given rides with Bonjour Transportation from Oakland’s 12th St. BART station to the distillery continuously from 6-9pm, $50
2601 Monarch Street, Alameda
www.ministryofrum.com/sf2009.php

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DEALS
Hookah Happy Hours at Sens
In Embarcadero Center 4, spacious Sens restaurant, with regal Bay Bridge and Ferry Building views, started a Hookah Happy Hour for a weekday smoke along with discounted cocktails, wine and beer. For $15, you’ll have your own hookah set up on the patio with choice of apple, strawberry or peach tobacco, so you can puff away the twilight hours.
Monday-Friday 3:30-7:30pm, $15 per person
4 Embarcadero Center
415-362-0645
www.sens-sf.com

$1 Martini Lunch at Palio D’Asti
Palio D’Asti makes it WAY too easy to forget economic (or other) troubles with $1 martinis during weekday lunch. They shake up a martini with your choice of Stoli Vodka or Hendrick’s Gin, so order a Pizza d’Asti (with shaved asparagus, fontina Val d’Aosta cheese and thyme) or Agnolotti di Carciofi (artichoke and mascarpone-filled ravioli with sage and sweet onion ragout) and drink up!
Monday-Friday Lunch
640 Sacramento St.
415-395-9800
www.paliodasti.com

Three course meal at Michael Mina for $55
Michael Mina is special occasion dining (for most of us, anyway) at well over $100 a person, but they’ve jumped into the "specials" pool with an EARLY pre-theatre dining menu available until 6pm, plus a new lounge menu available all night. The first is three courses for $55, offering Mina classics like Ahi Tuna Tartare and unparalleled Lobster Pot Pie (this Mina staple is decadently good), and only $20 extra for three wine pairings from their award-winning list. The lounge menu includes Mina’s playful Lobster Corn Dogs as well as the Lobster Pot Pie, and cocktails so good, they alone are worth a visit.
Tuesday-Saturday, before 6pm
335 Powell Street
415-397-9222
www.michaelmina.net