pedestrians

Hidden Beach

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Rating: B

It may be hidden to passersby on the road above its location, but we’ll give you directions to find this beautiful little cove, which is about a half mile south of Incline Village. Hidden Beach is the first of a line of seven intriguing clothing-optional shorelines near Sand Harbor on Lake Tahoe in an area just south of Incline.

“The sand situation is pretty good,” says North Swanson, the much-respected leader of the Tahoe Area Naturists (TAN). “We have plenty of sand now and, as we get deeper into the summer, we’ll have more.”

Parking for Hidden and the other beaches listed in this section continues to be challenging on the hottest days, so be sure to come early. The lot at Hidden, which serves most of the other beaches, only has space for 30 vehicles.

Suggests visitor Steve Williams: “A half mile south of the lot, you can find parking on the lake side of Highway 28.” Or walk one quarter mile north of the first lot to another 30-car lot, which mainly serves Chimney Beach (see below entry).

Here’s another tip: don’t wear sandals or flip-flops on the trails to any of the local beaches, including Hidden. Closed-toe shoes will prevent you from suffering from a common local pet peeve caused by scratchy pine needles and pine tar entering shoes with large openings. Not surprisingly, this malady is called “needle stab.”

Legal status:

Nevada Division Of Parks property.

How to find it:

From the North Shore, take Highway 28 south to the Memorial Point Visitors Center parking lot, about a half mile north of Sand Harbor. Park there only if you want to take a short, 20-minute dip, or, if they’re available, in one of the hard-to-find parking spaces along Highway 28. Hidden Beach is located next to the highway, about a half-mile south of its intersection with Lakeshore Drive. From the lot, walk along the highway until you see the nude beach, which will be clearly visible from a guardrail between Highway 28 and the sand.

The beach:

True to its name, Hidden’s sandy beach is so hidden from view that even though the beach is located between the lake and the nearby highway, it can only be seen from the road by peering over a guardrail.

The crowd:

Mostly clothing-optional users, who are usually tolerated by state rangers.

Problems:

Hard to find; tight parking in lots on hot days; can be seen from road by pedestrians who peer over; needs better directions.

Devil’s Slide (Gray Whale Cove)

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Improved directions!

Recommended!

Devil’s Slide (Gray Whale Cove)

Rating: A

Gray Whale Cove, which is often called Devil’s Slide, continues to get rave reviews from visitors.

“There were lots of young, fit guys on the nudie part and about five women,” reports Alexis, of San Leandro, who visited this June and told Yelp she stayed for over five hours because it was “very warm and sunny.” The water was “very cold, but just jump in,” she suggests. “It’s somewhat tolerable and you’ll get used to it.”

“This is a great nude beach and it is a romantic place,” reports a male visitor who dropped by in April.

Adds Grace, of South San Francisco: “You don’t have to walk a half mile just to see the edge of the water.” And, she added, it’s “very secluded” so it isn’t as crowded as many other local beaches.

And here’s some even better news: although the beach appears on the list of parks scheduled to be closed this month by the state due to budget shortfalls, officials plan to keep it open while they negotiate with what Paul Keel, San Mateo coast state parks sector superintendent, calls a prospective “donor to keep it in operation for the coming year.”

At press time, Keel told us that although “nothing’s been signed or inked, it’s fair to say we are optimistic, so hopefully we will know more in the next month.”

Access to the site, though, is changing: after a long-awaited, voter-approved Devil’s Slide tunnel is completed this fall, Keel and others expect a possible increase in traffic to the beach, as more pedestrians and bicyclists use a nearby section of Highway 1 that is being closed.

Meanwhile, rangers say they will allow a long-standing tradition of nudity to continue on the sand unless visitors complain. “But it’s not a nude beach,” Supervising State Park Ranger Michael Grant told us several seasons ago.

However, with state budget woes and cutbacks of personnel, there have not been any reports of nudists being chased off the sprawling, pristine site. Even if someone wants to complain about the naked people, rangers aren’t usually at the beach and cell phone reception there to try to reach them is regarded as poor. 

Part of the beach isn’t even within state land, so it’s not subject to enforcement by rangers.

Grant told us that enforcement is being left up to individual rangers. “What we do varies, depending on the circumstances,” he says. “Every case is different.”

Another administrator claims that it’s unlikely nudists will be told to leave. “It’s a relatively remote place, so we aren’t going to be pursuing enforcement against nudity at Gray Whale Cove,” said the administrator, who wanted to remain anonymous. “Nothing’s changed about our enforcement.”

He said, though, that if a ranger drove up and saw two groups of school children approaching, then the beach would not be regarded as “remote” anymore. In such a case, naturists would probably be asked to suit up.

About one or two in every 20-30 visitors go nude at the beautiful cove — quite a contrast to the several hundred who used to strip off their clothes when the site was a privately operated nude beach a decade ago.

The remaining naturists tend to hang out on the north end of the shoreline. “It’s a good place to recharge from work,” says regular visitor Ron, who enjoys swimming there, even though signs warn of dangerous surf. The beach is open every day. Dogs are prohibited.

Legal status:

Gray Whale Cove State Beach.

How to find it:

From San Francisco, take Highway 1 south through Pacifica. Three miles south of the Denny’s restaurant in Linda Mar, turn left (inland or east) on an unmarked road, which takes you to the beach’s parking lot. Coming from the south on Highway 1, look for the turnoff road on the right (east), 1.2 miles north of the Chart House restaurant in Montara.

New directions after this fall: from the north, take Highway 1 through the Devil’s Slide tunnel and then turn left onto the road described above. From the south, continue using the above directions.

Park in the beach lot and then take a 146-step staircase leads to the sand. “The steps are in good shape,” Ron says. 

Most naturists use the north end of the sand, which some visitors regard as the prettiest part of the shore. It’s separated by rocks from the rest of the beach, so regular visitors suggest waiting until low tide to make the crossing to the nude area. 

Alexis, who visited when the tide was high, says: “You have to be in some kind of good shape and have the agility to climb over those boulders with the waves violently crashing into them. I got cuts on my feet, but it was easier to do it barefoot, though.”

“I lost my flip flops” during the climb, she adds. It was “too slippery with them on anyway.” She notes it is “probably not always like this.” The “tide was very rough and high at 5 p.m.”

The beach:

The 300-foot long site is surrounded by orange-hued sandstone cliffs on one side and the beautiful Pacific Ocean on the other. “The beach is beautiful” and “tucked away on the coast,” so it’s not “over populated with city folks,” tells Jane, of San Francisco. Devil’s Slide is a great place to read, tan, jog, play Frisbee, or watch (true to its state beach name) gray whales, pelicans, and surfers. 

The crowd:

Tourists, families, surfers, and naturists all use the beach.

Problems:

Says Ranger Grant: “There’s been an increase in break-ins of vehicles parked along the highway. No matter where you park, be sure to remove any property and take it with you.” Other concerns include highway scheduled to be permanently closed this fall; slippery nude area access rocks; attempting to reach the nude spot in high tide can be dangerous; change in enforcement policy (see above); influx of suited visitors; cold water; fog; wind; landslides sometimes close Highway 1; long walk to the beach; three great white sharks seen in ’80s; parking fee; some sexual activity reported in north cove area and arrests for lewd behavior; and gawking (numerous reports on message boards).

Pedaling forward

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steve@sfbg.com

GREEN CITY San Francisco’s top elected and appointed officials made the city a little greener — literally — Dec. 3. And they say the recent removal of restrictions on bicycle-related improvements will make San Francisco a lot greener over the long term.

A festive mood was in the air when officials and activists gathered at the intersection of Oak and Scott streets to paint the city’s first green bike box (marking a safe spot for cyclists to wait in front of cars at intersections) and celebrate the first bike lanes to be created in more than three years.

In the week since Superior Court Judge Peter Busch partially lifted an injunction that had banned all projects mentioned in the city’s Bicycle Plan — the court ruled that they needed to be studied with a full-blown environmental impact report, which the city completed earlier this year, although it has been challenged by another lawsuit set for trial in June 2010 — city crews worked at a blistering pace on bike improvements.

They created three new bike lanes (of the 10 Busch is allowing to move forward before the trial, holding up another 50 for now) and installed barriers between the bike and car lanes on Market Street near 10th Street. "So now we have the first separated bike lane in San Francisco," San Francisco Bicycle Coalition director Leah Shahum told the Guardian, happy over a safety improvement that encourages children and seniors to ride.

The crews also have been installing about five new bike racks and 20 shared traffic lane markings (known as "sharrows") each day. Mayor Gavin Newsom praised the rapid implementation and told the crowd, "You’re going to see more than you’ve seen in years be done in the next few months. The goal is to get from 6 percent of commutes in San Francisco up to 10 percent of all commutes by bicycle — and I think that is imminently achievable in the next few years."

Also on hand were Sups. Ross Mirkarimi, Bevan Dufty, and Sophie Maxwell, Department of Public Works head Ed Reiskin, San Francisco Municipal Transportation Agency (SFMTA) board chair Tom Nolan, and SFMTA director Nat Ford, who declared the goal of making "San Francisco the preeminent city for bicycling in North America."

Mirkarimi, the only elected official to ride a bicycle to the event, told the crowd: "This is a delightful day…. We are all unified in the mission statement of making San Francisco bike-friendly."

Dufty, who chairs the Transportation Authority and pushed for the rapid implementation plan, said, "There’s a really great community here. First, my hat’s off to the Bicycle Coalition and all of their thousands of members who really keep the city honest and keep us moving forward."

Nolan also praised bike activists who pushing his agency to prioritize bike projects and prepare for the end of the injunction: "It was a very effective campaign. You did such a great job at making your case."

While anti-bike activist Rob Anderson, who sued the city along with attorney Mary Miles, regularly derides the "bike nuts" as a vocal minority pushing an unrealistic transportation option, the event showed almost universal support for bicycling at City Hall.

"I can say this is the best relationship we’ve had for years with the advocacy community, with the Bicycle Coalition," Newsom said. "We’ve begun to strike a nice balance where this is not about cars versus bikes. This is about cars and bikes and pedestrians cohabitating in a different mindset."

Bicycling in San Francisco has increased by 53 percent in the last three years, so Shahum said the plan’s projects and the growing legion of bicyclists will help the city in myriad ways in coming years.

"We know we can do this," she said. "We know the climate change goals this city has laid out, the public health goals, the livability goals that the city has laid out, will not be met without shifting more trips to bicycling, walking, and transit. And that’s why this day is so important."

Or as Maxwell said, "This is a great opportunity for San Francisco to finally take its place among world cities that recognize that cars are not the only mode of transportation."

Alerts

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Alerts@sfbg.com

THURSDAY, DEC. 10

Berkeley Critical Mass
Help to promote different modes of transportation during this critical time of Global Warming and Oil wars at this community bicycle protest and celebration that takes over the streets of Berkeley.
6 p.m., free
Meet at Downtown Berkeley BART station
Shattuck between Allston and Addison, Berk.
Zacharyrunningwolf@yahoo.com

Terra Madre Day
Celebrate Slow Food’s 20th anniversary by taking part in a worldwide “eat local” effort that aims to link chefs, artisans, and regular people. Coordinate your own event, join in with other people in your community, or just eat local in solidarity.
All day, free
San Francisco Bay Area and countries around the globe
www.slowfoodssanfrancisco.com

FRIDAY, DEC. 11

Health Forum
Learn more about single-payer health care at this screening of two short videos on the national single-payer plan, HR 676, which is being supported by many progressive leaders, and California’s SB810, which passed the state Legislature twice, only to be vetoed by the governor.
2 p.m., free
Community Room
1501 Blake, Berk.
revdecker@msn.com

Velo Vigil
Rally to support cycling on the eve of the U.S.’s participation in the U.N. Climate Conference in Copenhagen this month. Cyclists will circle the Oakland Federal Building to create a swarm of LED lights, while pedestrians congregate in front of the building. Bring as many LED lights as possible.
6 p.m., free
Oakland Federal Building
1301 Clay, Oak.
www.350.org/node/13135

SATURDAY, DEC. 12

“Anti-Capitalist, Anti-Consumption Christmas”
Take part in this theater workshop and performance with the San Francisco Mime Troupe. Class begins by collecting impressions and images among holiday shoppers, then returns to the YBCA to create characters, costumes, speeches, and actions for a procession that takes the show back to the streets of downtown for holiday shoppers to enjoy.
12:30 p.m., $15
Yerba Buena Center for the Arts
YAAW Lounge
701 Mission, SF
(415) 978-2787

Art as Propaganda
Discuss tactics for making effective banners for demonstrations and community spaces with artist Hannah Blair. Blair will teach sketching designs with gouache paint and coming up with powerful messages and images. More work sessions will be available to gear up for the Bay Area Coalition for Our Reproductive Rights day of action Jan. 23, 2010.
2 p.m., free
Radical Women
625 Larkin, Suite 202, SF
(415) 864-0778

Rainwater Harvesting
Learn more about rainwater harvesting options in an urban area and hands-on skills for working with rain barrels just in time for our winter rains. Harvesting can be as simple as placing a barrel under your drain spout or using tanks and pumps to route water inside for toilet flushing.
10 a.m., $15
Garden for the Environment
Seventh Ave., SF
(415) 731-5627

“That’s Why We Don’t Eat Animals”
Attend this vegan book-signing and ice cream social with children’s author and illustrator Ruby Roth. The event is designed to encourage children to think about the emotional lives of animals, factory farming, the environment, and endangered species in relation to the food we eat.
1 p.m., free
Café Gratitude
1730 Shattuck, Berk.
(510) 725-4418

TUESDAY, DEC. 15

Protest AIPAC
Challenge and confront the American Israel Public Affairs Committee (AIPAC), which supports Israel’s hawkish policies toward Palestine, at their annual dinner.
5 p.m., free
Hilton Hotel
333 O’Farrell, SF
stopaipac.org/sfprotest200

Mail items for Alerts to the Guardian Building, 135 Mississippi St., SF, CA 94107; fax to (415) 255-8762; or e-mail alerts@sfbg.com. Please include a contact telephone number. Items must be received at least one week prior to the publication date.

Dick Meister: The Oakland General Strike

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Within two days in December of 1946, a general strike all but shut down Alameda County. It is much less remembered than the San Francisco general strike but it was no less effective.


By Dick Meister

(Dick Meister is a former city editor of the Oakland Tribune, labor editor of the SF Chronicle and labor reporter on KQED-TV’s “Newsroom.”)

It was 7 a.m. on a cold, rainy day in the heart of downtown Oakland 63 years ago this month.

Dozens of strikers, picket signs held high, were gathered outside the Kahn’s and Hastings department stores on Broadway on that gloomy Sunday morning of December 1, 1946. Suddenly, some 200 Oakland and Berkeley police, many in riot gear, swept down the street. They roughly pushed aside pickets and pedestrians alike as they cleared the street and the surrounding eight square blocks. They set up machine guns across from Kahn’s while tow trucks moved in to snatch away any cars parked in the area.

Behind them came an armed guard of 16 motorcycle police and five squad cars.
The lead car carried Oakland Chief Robert Tracy and the strikers’ nemeses, Paul St. Sure, a representative of the employers who fiercely opposed their demand for union contracts, and Joseph R. Knowland, the virulently anti-labor newspaper publisher who controlled the local political establishment. That included the Oakland City Council, which had demanded that the police move against strikers.

Judge partially lifts SF bicycle injunction

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By Steven T. Jones
bike69.jpg
San Francisco bicycle riders finally have something to be thankful for.

Judge Peter Busch today issued a ruling lifting much of the three-year-old injunction against bicycle-related improvements in San Francisco, allowing city workers to immediately begin installing new bike racks and “sharrow” road markings, as well as working on the 10 bike lane projects that will have the least impacts to automobiles.

Pending a hearing next year on a legal challenge to the adequacy of the Bicycle Plan’s Environmental Impact Report – which the city completed earlier this year after the court said it was required by the California Environmental Quality Act (CEQA) – Busch wrote that “the City may proceed with those projects within the Bicycle Plan that are least intrusive and most easily reversible should it turn out that the City has not satisfied its CEQA obligations for some reason.”

The bike lanes projects that city officials say they plan to soon construct, and which Busch is allowing, are on Beale, Howard, Otis, Scott, Mississippi, Kansas, and Clipper streets, JFK Drive, Claremont Boulevard, and 7th Avenue. There are another 35 bike projects that have been approved by the city that the judge is not allowing to move forward yet.

While I immediately couldn’t reach bike community leaders or plaintiff Rob Anderson, City Attorney Dennis Herrera issued a statement saying, “This is an important step in the right direction that enables the City to enact significant safety improvements for bicyclists and pedestrians in San Francisco.”

Remaking Market Street

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steve@sfbg.com

GREEN CITY Market Street is a mess that doesn’t work well for any of its users. In famously fractious San Francisco, that’s something politicians and citizens of all political stripes can agree on — and it’s now something that a wide variety of city agencies and interest groups have finally started to work on improving, experiment by experiment.

Mayor Gavin Newsom’s Sept. 10 announcement of a series of pilot projects on Market Street — including a plan to divert many automobiles from Market Street that begins Sept. 29, followed by creation of more sidewalk seating areas and art projects in the coming months — drew from work started a year ago by his arch-rival, Sup. Chris Daly, who in turn was furthering plans for an eventually carfree Market Street initiated by former Mayor Willie Brown.

"I’m glad that it’s going to get done and we’re going to take cars off of Market Street," Daly told the Guardian after Newsom’s announcement. Newsom presented the changes in grander terms, saying in a prepared statement, "The new and improved Market Street will rival main streets around the world."

Among the streets Newsom cited as an example is Broadway in New York City, "for piloting ways to use streets as open space," according to the Mayor’s Office statement. But while many San Franciscans like Broadway’s new separated bike lanes and street-level open space, others covet Broadway’s flashy electronic signs and billboards, which this November’s Proposition D would bring to the mid-Market area.

"The next thing is going to happen whether Prop. D passes or not," said David Addington, the Warfield Theater owner who proposed the measure to allow more commercial signage on Market between Fifth and Seventh streets as a source of revenue to improve mid-Market. "This area could be fantastic."

Indeed, it appears that Market Street is bound for some big changes. And unlike efforts in the past, which involved long studies of ideas that were never implemented, there’s a sense of experimentation and immediacy that marks the latest push.

"I’m very excited about the Market Street changes and I think it’s good for San Francisco to be in a mode where we give ourselves permission to experiment with our streets," said Gabriel Metcalf, executive director of the San Francisco Planning and Urban Research Association, which is supporting Prop. D and Newsom’s Market plans.

"I really appreciative that the city is willing to start things in Market Street in trial phases so we can wade in," said Leah Shahum, executive director of the San Francisco Bicycle Coalition. "Reducing the number of cars on Market Street will definitely be a benefit for those walking and biking, as well as speeding up transit."

Plans call for signs encouraging eastbound motorists on Market to turn right at 10th Street before requiring them to do so at Eighth Street and again at Sixth Street.

The San Francisco Transportation Authority (governed by the Board of Supervisors), which prepared the study on diverting cars from Market Street, was also poised to approve (on Sept. 22, after Guardian press time) some complementary measures to "calm the safety zone" on Market Street.

That plan is to create better markings on the street to delineate the spaces used by motorists, pedestrians, and bicyclists, including colored pavement and moving back the points where cars stop at intersections to create safer access to transit stops.

Once the court injunction against bike projects is lifted — for which a hearing is set Nov. 2 — the plan would also create colored "bike boxes" at Market intersections and a buffer zone between the bike lanes and cars between Eighth Street and Van Ness. "It would be the city’s first separated bike lane, with very little work," Shahum said.

The Mayor’s Office says various city agencies will monitor and evaluate the Market Street pilot projects being implemented over the next year, with full implementation of a designed Market Street coming in 2013 after taking community input.

"We’re excited about it. There’s a long history of ideas about what to do about Market," said Judson True, spokesperson for the Municipal Transportation Agency, which is guiding the improvements. "This is the start of the next phase on Market Street."

Whip it good

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By Juliette Tang

Why is it that erotic pain sounds so much more attractive when described in a French accent? Ask Cleo Dubois, the francophonic Madame who runs The Academy of SM Arts, an informal school and sex education curriculum that offers adult workshops and seminars in the practice of BDSM. I attended a Flogging Salon at Femina Potens on Wednesday, taught by Ms.Dubois, Eve Minax, and Selena Raven, and left two hours later mildly deaf from the loud, rhythmic cacophony of leather-against-skin still echoing in my brain. It was worth it.

Rocket, the gracious volunteer who is associated with The Exiles (a local women-on-women BDSM society), was one of the stars of the night — stoically accepting a level of abuse from Cleo, Eve, and Selina that would have made most men cry. Watching Rocket being flogged, I felt the impulse to take one of Cleo’s beautiful floggers and whip my ex-boyfriend with it repeatedly. But, the fact Rocket was a consenting adult and obviously fine with the flogging took the fun out of my revenge fantasy. Also, in the “Flogging 101” handout that Mme Dubois distributed at the beginning of the class, the rules explicitly say, however, that flogging is “NEVER IN ANGER” (all caps) “or REVENGE!” And when a woman brandishing an enormous leather flogger talks, you listen.

Mme Dubois describes flogging as “an element of a fantasy… A flogging can be purely for sensations and accompanying tension release it brings. Or it can be a ritual of fire leading to catharsis.” As with most things, there is a correct way to flog (“spins, hit & drag, figure 8 and variations”) and an incorrect way to flog (anything else). During the Flogging Salon, I got a flogging lesson, a lesson on couples’ communication, an anatomy lesson (also hit the fleshy parts of the body, and never anywhere bony or jointed), and even learned a few tidbits about chakras and energy. I’m not going to give all the secrets away, so to learn more, check out the Academy of SM Arts, which hosts frequent workshops at The Citadel. The pictures, I believe, speak for themselves.

whipcut0909.jpg

When I left Femina Potens, the girls were still flogging away. You could hear the leather cracking away from the street outside, and a few curious pedestrians milling about Castro Street peered through the curtained windows confusedly. While I don’t particularly feel the urge to flog anyone (or be flogged), I can honestly say now that I’m not opposed to the idea. In their Salon, Cleo, Eve, and Selina helped demystify the process of erotic flogging, explaining that in this age of sexual relativity and multiplicity, flogging is just another option in the all-you-can-eat sexual buffet.

Making great streets

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steve@sfbg.com

GREEN CITY There’s a growing movement to transform San Francisco’s streets into safe, vibrant public spaces, part of an international trend that has drawn together disparate partners around the belief that roadways shouldn’t simply be conduits for moving automobiles.

Recent advances include the San Francisco Municipal Transportation Agency’s approval of a package of 45 bicycle projects and the success of the Sunday Streets program, a series of temporary road closures to cars (the next one is this Sunday, July 12, in the Mission District).

And there are new players on the scene, from Streetsblog SF (see "Street fighters," 1/14/09) to the San Francisco Great Streets Project (www.sfgreatstreets.wordpress.com), a newly formed organization sponsored by the San Francisco Bicycle Coalition, San Francisco Planning and Urban Research Association (SPUR), the Livable Streets Initiative, and the Project for Public Spaces.

The Great Streets Project focuses on facilitating temporary conversions of streets into plazas (such as the new 17th Street Plaza at Castro and Market streets), parties, and other carfree spaces and with creating a civic conversation about the role of roads by bringing in renowned urban thinkers such as Enrique Peñalosa, the former mayor of Bogotá, Colombia, who spoke at the main library July 6 and sat down for an interview with the Guardian the next day.

"The heart and soul of a city is its public pedestrian space," said Peñalosa, who banned parking on sidewalks and expanded Bogotá’s protected bikeways, ciclovias (temporary road closures that were the model for Sunday Streets), and bus rapid transit system, creating an urban renaissance that he has since promoted in cities around the world.

"It became clear that the way we build cities could make people so much happier," Peñalosa said, noting how such urban design concepts dovetailed with his advocacy for the poor. "In a poor city, the inequality is felt most during leisure time … My main concerns are equity and happiness and the way cities can contribute to those things."

Peñalosa noted that "the 20th century was a terrible century for human habitat. Cars took over for people. Later we realized that was a big mistake." Such growth patterns, Peñalosa said, are simply unsustainable in the 21st century, particularly as Asia and Africa modernize.

Many European cities have taken aggressive steps to correct that mistake, but in the U.S. — whose dominant economic position during those years created the most car-dependent infrastructure on the planet — change has come slowly.

"Change is difficult, but change is already happening," he said, noting the strong carfree movements in San Francisco, New York City, and other U.S. cities.

Peñalosa transformed Bogotá at a time when the country was besieged by a violent civil war, timing he said was more propitious than unlikely. As with the current global warming imperatives and the traffic congestion that is choking many big cities, times of crisis can be moments of opportunity.

"When the crisis is so big, people are willing to risk different things and make experiments," Peñalosa said.

While most San Franciscans have yet to truly embrace the transition from car culture, Great Streets Project proponents are using temporary projects to push the envelope and gradually introduce new ideas into the public realm.

"It’s important for everyone to come into this with a spirit of experiment," said SFBC program director Andy Thornley. "Presenting these things as trials helps people get comfortable with the ideas."

SPUR director Gabriel Metcalf said temporary projects often bypass the need for cumbersome and expensive environmental studies and outreach efforts, placing innovative urban design concepts on public display as ongoing experiments.

"They allow you to make adjustments. It’s an option that exists with public spaces that you don’t have with buildings," Metcalf said. "It de-escalates the fear people have over change."

Plus, as the project’s director Kit Hodge notes, temporary placements let transportation planners and advocates try out new ideas instead of just endlessly studying them. As she put it, "San Francisco has a tradition of creating great plans that don’t get implemented."

The prime example is Market Street, an inefficient street for automobiles and a dangerous one for bicycles and pedestrians, and one that has been subject to countless studies about how to make it more livable. Yet little changes. "You need to achieve as much consensus as possible," Peñalosa said, "but in the end, you have to take risks."

Or as Metcalf put it, "It’s time to start enjoying some of the fruits of urbanity that we’ve been denying ourselves."

Shifting gears

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rebeccab@sfbg.com

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

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

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

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

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

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

IF YOU BUILD IT …


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

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

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

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

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

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

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

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

BRAKING THE HABIT


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

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

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

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

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

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

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

PARK(ING) IT


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

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

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

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

Turning point

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MORE ON SFBG.COM

>>Deconstructing the politics of parking in San Francisco

>>Safer streets for cyclists cause growing pains for motorists

news@sfbg.com

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

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

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

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

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

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

DEMAND-BASED PARKING PRICES


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

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

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

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

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

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

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

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

THE TRUE COST OF CARS


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

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

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

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

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

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

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

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

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

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

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

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

———–

PARKING BY NUMBERS


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

Number these spaces that have meters: 24,000

Total parking spaces in San Francisco: 603,000

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

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

Annual revenue from parking citations: $90 million

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

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

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

Number of residential parking permits issued: 89,271

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

Number of temporary permits: 2,867

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

That crazy feeling

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>johnny@sfbg.com

369-frank3a.jpg
Robert Frank, “San Francisco, 1956”

The world writes a story far beyond — or deeper and more twist-riddled than — any author’s imagination. How else to explain the fact that Robert Frank’s peerless photographic book The Americans turned 50 the same year that Barack H. Obama was elected president of the United States? Looking in — again, and again — at The Americans, thanks to a handsome new edition (Steidl, 180 pages, $39.95), or at "The Americans," thanks to a traveling exhibition connected to Frank’s landmark work, one finds a vision of this country that is anything but dated.

Jack Kerouac raved about the way Frank captured "that crazy feeling in America," and to be sure, even if his prosaic descriptions of Frank’s photos come off a bit redundant now, there’s still some insightful gold to be gleaned from his observation that Frank was always taking pictures of jukeboxes and coffins. There’s been no shortage of writing about The Americans since Kerouac’s at-times stifled response. Is there anything left to say about The Americans? If there’s anything left to say about America, the answer is yes.

There are infinite views. One is Frank’s very particular sense of place. For a San Franciscan, that means an untitled image of a couple on Alamo Square, perhaps the most iconic of at least three Bay Area pictures. Frank has cited this photo as his favorite in The Americans, because the facial expressions of the couple he’s caught unaware bring across loud and clear what an intrusive presence the photographer is by nature. But this shot also is a document of the Western Addition when it was a thriving African-American neighborhood. It’s existence confronts the face of San Francisco today.

In a Charleston, S.C., image from The Americans, a pampered, already entitled-looking snow white baby looks out from the cradling arms of a black maid whose face — seen in profile — is more fascinating and harder to read. The picture is a blunt image of race in the South, and of race in America on the eve of civil rights uprisings. It also raises an interesting side question: why did it take European exiles to photographically render that subject with candor? This keepsake of Charleston by the Swiss Frank is the black-and-white counterpart to the Technicolor ironies that German expatriate Douglas Sirk brought to the 1959 version of Imitation of Life. (Racism was flagrantly institutionalized during the making of The Americans, and Frank has long had an critical eye for U.S. institutions — a Frank film series at SFMOMA doesn’t just showcase the Beat work Pull My Daisy, it also includes Me and My Brother (1969) a look at this country’s concepts of mental illness that’s more personal than, and just as direct as, Frederick Wiseman’s Titicut Follies (1967).)

369-frank4a.jpg
Robert Frank, “US 90, En Route to Del Rio, Texas”

For any person who has lived with The Americans — spent time over the years looking through its pages, locking eyes on a particular picture and contemputf8g it — there’s a peculiar card-shuffle déjà vu-gone-slightly-askew-or-anew feeling to encountering the same photos in succession along the walls. This is the experience of looking at "Looking In: Robert Frank’s ‘The Americans,’" the Frank exhibition currently on view at San Francisco Museum of Modern Art. Alongside rather than on top of one another, an alphabet of American hats point in different directions, each one reflecting a viewpoint. An array of flags mask people’s faces, or point sorrowfully toward the ground.

One facet or extension of "Looking At" explores Frank’s influences, and in turn, his influences on, American photography. To be sure, Diane Arbus’s trannies and butches and Lee Friedlander’s broadcast TVs owe a debt to Frank’s visions of censored-or-taken-for-granted everyday 20th century life. The through line from the Depression-era photography of Dorothea Lange and Walker Evans to Frank’s look at a family crammed into a car in Butte, Mont., is obvious. Absent, though, are some definite predecessors and peers. Weegee’s hard-boiled naked city is nowhere to be seen — except in Frank (and frank) images such as one of people in Miami Beach. William Klein’s pictorial rephrasing of urban adspeak is absent save for a look at a department store in Nebraska, an arrow on the wall of a building in Los Angeles, or a newsstand in New York City or a sidewalk in New Orleans.

With one photo in The Americans, Robert Frank maDE gas pumps look like a series of tombstones, all gathered by a sign that declares SAVE. There are legions of artists today making images less contemporary or relevant. Take a look at The Americans, and you’ll find cowboys, starlets, funeral parties, boys in arcades, queens on stoops, leather rebels, bored or contemplative waitresses, street preachers, a parade of pedestrians, wheelers and dealers — and workers. Take another look at The Americans today, 50-plus years after it made its first impression, and you’ll probably find yourself.


LOOKING IN: ROBERT FRANK’S "THE AMERICANS"

Through Aug. 23, free–$15

San Francisco Museum of Modern Art

151 Third St, SF

(415) 357-4000

www.sfmoma.org

ROBERT FRANK RETROSPECTIVE

Through June 27

Phyllis Wattis Theater

San Francisco Museum of Modern Art

151 Third St., SF

(415) 357-4000

www.sfmoma.org

Shooting past “sharrows”

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San Francisco’s bicycle advocates have been focused on winning approval for 56 near-term projects outlined in the city’s bike plan, which would increase the number of miles of bike lanes from 45 to 79, and quadruple the number of city streets bearing "sharrow" markings (see "Street fight," 2/4/09).

But bike-related projects farther out on the horizon could significantly raise the bar for a bikeable San Francisco. Here are a six long-range concepts that could make cycling in the city more safe, enjoyable, and accessible to people who might otherwise be driving solo.

BRIDGING THE GAP


Cyclists who commute between San Francisco and the East Bay have asked an obvious question for years: why must I spend money on BART fares or bridge tolls to get across the bay when I know I’m capable of biking there? When construction of the new east span of the Bay Bridge is finished, cyclists will finally get a bike path — but it will only get them from Oakland to Yerba Buena Island. Luckily, the idea of installing a complementary bike path along the west span to San Francisco is being entertained. It’s expensive (estimates place the cost at $200 million) and complicated (a 2001 feasibility study found there would need to be tracks on both sides of the bridge for balance). But in early April, the Bay Area Toll Authority agreed to spend $1.3 million on an 18-month study so the project could be shovel-ready when funding becomes available.

CAR-FREE MARKET STREET


Market Street is a popular thoroughfare for bicyclists even though much of its design creates tight-squeezes and conflicts with automobiles. For years there’s been talk of making it car-free, an idea once advocated by former Mayor Willie Brown. It was studied in 1997, but never received enough support to move forward, in part because area merchants worry their business would be hurt by restricting motorists. But the latest attempt to quell Market Street traffic may get more traction. Sup. Chris Daly, who also sits on the Metropolitan Transportation Commission, requested a comprehensive study on restricting Market Street traffic and a draft report is expected by early summer. Andy Thornley, program director at the San Francisco Bicycle Coalition, notes that the overarching idea is not to make Market Street exclusive to bikes and pedestrians, but to improve it as a whole. "A car-free Market Street may be the route," Thorney says, "but it’s not the reason."

COLOR ME BIKEABLE


Ask Dave Snyder, transportation policy director at the San Francisco Planning and Urban Research Association (SPUR), what constitutes an ideal bike lane, and he’ll say it has to be safe enough for parents to feel comfortable allowing their eight-year-old to ride a bike there. "That’s a very high standard," he says. "But it’s a correct standard." One approach for safeguarding bike lanes, adopted in New York City and elsewhere, is to color them in. Bike activists have been pushing the idea here, but the monkey wrench in the works is a sort of national bible of traffic symbols that lacks a standard for colored bike lanes. If the city rolls with a concept that’s outside the rulebook, the thinking goes, it could be a liability. But bike advocates hope to incorporate colored bike lines into the standard via a pilot program. In coming months, be on the lookout for more colorful city streets.

THINK INSIDE THE BOX


A bike box is a colored bike zone just before an intersection designed to let cyclists get out in front of traffic at a red light so they can be more visible. SF has two low-profile bike boxes, Thornley notes, but plans are on the horizon to install more. When the city of Portland, Ore. installed them, it produced a video called "On the Move with Mr. Smooth" to promote the concept. Hosted by a greasy character in a neon green shirt, the video makes a big deal about how motorists get a great view when they stop behind the bike-box line. "The bike box," Portland’s slogan proclaims. "Get behind it."

A BLUE-GREEN WORLD


Blue for the water, green for the parks and open space, the Blue Greenway is envisioned as a 13-mile corridor along the southeastern waterfront that would connect a string of existing parks from the Giants’ stadium to Candlestick Point State Recreation Area. "We want to connect not only parks along the Blue Greenway, but connect people to the waterfront," explains Corrine Woods, who is working on the project through the Neighborhood Parks Council. The corridor will serve as the city’s southeastern portion of the San Francisco Bay Trail, a massive interconnected trail network planned by the Association of Bay Area Governments that is envisioned as a 400-mile recreational "ring around the Bay."

BACK ON TRACK


For now cyclists aren’t allowed to bring their bikes — not even the folding kind — on Muni trains or buses (although some buses have bike racks outside). But it’s something the Municipal Transportation Agency has on its radar as a possible policy change, according to spokesperson Judson True. "As we move forward and people become more aware of the benefits of public transit, our vehicles become more and more crowded," True notes. This may be a good problem to have, but it means the agency must work out a strategy to accommodate wheelchair-bound passengers, strollers, walkers, bikes, and other essentials that passengers bring on board. Once the bike-plan injunction is lifted, True says, he expects MTA to approve a pilot program for bikes on Muni. In order to discourage more people from driving, he says, "linking sustainable modes of transportation like biking and transit is key."

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.

Strange bedfellows

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› news@sfbg.com

GREEN CITY San Francisco’s bicycle community found itself in the strange position of encouraging Superior Court Judge Peter Busch — someone many cyclists revile for his strict enforcement of a far-reaching injunction against bike projects in the city — to reject a city-sponsored bike safety proposal during a Jan. 22 hearing. It was one more sign of the desperation bicyclists and city officials are feeling over the three-year-old ban on all things bike-related, from new lanes to simple sidewalk racks (see “Stationary biking,” 5/16/07).

Judge Busch denied a city motion asking for the authority to make safety improvements at intersections that have proven dangerous to bicyclists, as well as a specific proposal by the Municipal Transportation Agency (MTA) to remove the bike lane at the most dangerous of those intersections, on Market Street at Octavia Boulevard, where 15 bicyclists have been hit by cars making illegal right turns onto the freeway since the revamped intersection opened in September 2005.

But the San Francisco Bicycle Coalition and other bicyclists opposed the MTA proposal, arguing it would be more dangerous and holding a Jan. 16 rally at the site, which drew several supportive local politicians, including Sen. Mark Leno, Assembly Member Tom Ammiano, and Sups. Ross Mirkarimi, David Campos, and Bevan Dufty. “As people who ride through that intersection every single day, we believe the proposal would have made the intersection more dangerous. So I’m really relieved that the judge saw that,” SFBC director Leah Shahum told us.

She was less pleased with the judge’s refusal to relax the injunction, which stems from a legal challenge to the San Francisco Bicycle Plan. San Francisco resident Rob Anderson and attorney Mary Miles successfully sued the city in June 2006, arguing that the plan was hasty and did not include an environmental impact report (EIR), as required by state law, to determine how the plan would affect traffic, neighborhoods, businesses, and the environment.

“This case has been very discouraging because there are a handful of activists against bicyclists in the city,” City Attorney’s Office spokesperson Matt Dorsey said. “The hearing showed that the city has to go to court any time it wants to improve the streets for bicyclists.”

Although Judge Busch denied the city’s request to remove the bike lane, he hinted that the injunction would probably be lifted this spring with the completion of the Bike Plan’s EIR. “There was a strong message from the judge that he sees the bigger picture about getting the EIR done. It just needs to be complete and fair and accurate. Then the city can get back to work making the streets safer,” Shahum said.

Both Anderson and the SFBC, who usually agree on little, agreed on the judge’s latest ruling. Anderson advocates maintaining streets for cars and pedestrians, while the SFBC works to make roads safer for bicycles and encouraging bicycling as an important transportation option. Shahum urges city officials to rethink their approach to make Market and Octavia safer. “The city really does need to move on to the next steps to make the intersection better,” she said.

Although the number of bicyclists in San Francisco has doubled in recent years in light of volatile gasoline prices, the economic crisis, and greater awareness of global climate change, Anderson continues to argue that bicyclists will always be a minority interest, even in San Francisco.

“We have to make the streets as safe as possible without strangling the rest of the traffic,” Anderson told the Guardian. “Only a small percentage of the population in San Francisco use bicycles as their main mode of transportation. It’s not fair for the bike people to design the streets just to benefit them.”

Dorsey and Deputy City Attorney Audrey Pearson oppose Anderson, who has said bicycling is an inherently dangerous activity that the city shouldn’t be promoting. “As a policy, the city tries to discourage cars in San Francisco,” Dorsey said, referring to the longstanding “transit first” policies.

Now that the public comment period for the Bike Plan’s Draft EIR is over and Judge Busch has ruled to keep the bike lane at Market and Octavia, all parties are looking ahead to spring when the court is expected to lift the injunction on improving bike safety in San Francisco, unleashing nearly 60 new bike projects. That is, unless Anderson and Miles can find a way to stop them.

Street fighters

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› steve@sfbg.com

StreetsBlog (www.streetsblog.org) isn’t your average blog, but rather a well-funded institution that helped promote and propel a major transformation that has taken place on New York City streets since the site was founded in 2006, sparking rapid and substantial improvements for bicyclists and pedestrians.

In the process, StreetsBlog — which is part of the Livable Streets Network, along with StreetFilms and the StreetsWiki, started by urban cyclist Mark Gordon, founder of the popular file-sharing site LimeWire — developed a loyal following among alternative transportation planners and advocates in cities across the United States.

"There was nothing like it," said Leah Shahum, executive director of the San Francisco Bicycle Coalition. "They put out these inspiring images and really helped people envision better streets."

So when a group of about two dozen of these Bay Area transportation geeks made the trek up to Portland, Ore. last summer for the Towards Carfree Cities International Conference (see "Towards Carfree Cities: wrap-up," Guardian Politics blog), one of their secret goals was to try to lure StreetsBlog to San Francisco.

What began with a long, beer-soaked meeting at a Portland brewpub has turned into substantial new voice in the local media and transportation landscape since StreetsBlog San Francisco (www.sf.streetsblog.org) launched at the start of this year.

"All this really came together in Portland during the Carfree conference," said Aaron Naparstek, executive editor of the three StreetsBlogs (SF, NYC, and Los Angeles) and executive producer of the LivableStreets Network. "The No. 1 reason we decided to open up SF StreetsBlog is because so many people were asking us to do it, particularly from the bike activist community. Most important, we also had a guy with money asking us to do it — [San Francisco bicyclist] Jonathan Weiner … There’s a vibrant activist community that thinks we can be useful and there are people willing to fund the work."

It also dovetailed nicely with the organization’s push to influence the quadrennial federal transportation bill reauthorization that Congress will consider later this year, which environmentalists hope will shift money away from freeway projects. "There was a sense that now is the time to build a nationwide movement," Naparstek said. "The freeway lobby guys are very organized and embedded in all the state [departments of transportation] and it’s tough to counter that. We want to use the Internet to foment a national movement."

StreetsBlog SF has two full-time staffers, editor Bryan Goebel, a San Francisco-based journalist who worked for KCBS) and reporters Matthew Roth, part of the team that started StreetsBlog in New York. StreetsBlog also pays as a contributor longtime local author and activist Chris Carlsson, who was part of the SF crew in Portland.

"I think they have an opportunity to bring close attention to the texture of life on the streets, something print journalism doesn’t do very well," Carlsson said. "It’s about reinhabiting city life."

Shahum said she’s thrilled at the arrival of StreetsBlog, which she says will help local leaders envision a less car-dependent city: "We as advocates are not always so good at helping people visualize what something better looks like."

And that, says Naparstek, is his network’s main strength. "We’ve actually had a lot of success in New York moving these livable streets models forward and we have a lot of best practices to share," he said, noting their network of 175 bloggers in cities around the country and world.

With Mayor Gavin Newsom’s penchant for "best practices"; San Francisco’s experimentation with innovative ideas like market-based parking pricing, congestion fees, Muni reform, and creation of carfree ciclovias; and the imperatives of climate change and the end of the age of oil, activists say this is the ideal time and place the arrival of StreetsBlog.

"There is an interesting convergence of issues that has made it bigger than it might have been," Roth said.

"And in San Francisco, who’s covering these issue besides the Guardian? There is a big need for this," Goebel added. "From a journalists’ point of view, we need to call people on their inconsistencies and not just let leaders govern by press release, which Mayor Gavin Newsom has a tendency to do."

Great day for biking

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by Amanda Witherell

bikesignal12.1.08.jpg
More please. Image courtesy of San Francisco Bicycle Coalition

In spite of the dreary un-bicycle friendly weather today, things are looking up for cyclists in the “safety” and “free shit” categories.

First off, this afternoon City attorney Dennis Herrera filed a request with San Francisco Superior Court Judge Peter J. Busch to amend the injunction against the city’s Bike Plan. The city is banned from making any bicycle-related infrastructure improvements until an Environmental Review of the plan is completed, a draft of which was released last Friday.

But, the injunction was recently waived for the deadly intersection of Fell and Masonic Streets, which allowed the city to alter the traffic flow and install a bike signal. It’s great. We love it. (Though I still see cars blowing right through it occasionally, so don’t take it for granted, fellow pedalers.)

Similar to the Fell and Masonic waiver, Herrera is asking the court to review more than 100 pages of supporting evidence detailing an alarming increase in the number of collisions between bicycles and automobiles at locations throughout San Francisco. You can read the full pleading here.

“We are confident that our motion today makes a compelling case for how we can best address and alleviate hazards to cyclists and pedestrians while respecting the limits of the court’s injunction,” Herrera said in a press release. “With more and more commuters making use of bicycles as their preferred means of transportation, we have an obligation to do what we can to make bicycling as safe as possible on San Francisco streets.”

Top of Herrera’s hit list is Market and Octavia where, according to the press release, at least fifteen bicyclists have been struck by cars since the 101 highway entrance opened on Sept. 9, 2005. Cars routinely make illegal right turns and clip cyclists who have right of way to cross. The city is asking to change the traffic lanes so cars and bikes queue up in front of each other, rather than side by side.

Five other sketchy places to ride are also listed for safety improvements. They, and their collision totals as of 2003, are as follows:

SF slowly pedals forward

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sharrow.jpg

By Steven T. Jones

City officials finally released the Draft Environmental Impact Report for the San Francisco Bicycle Plan, and while I’m still working my way through this 1,353-page tome, the pre-ordained conclusion seems painfully obvious: bicycling is good for the environment, and facilitating more bicycling is even better for the environment.

Why exactly did we need to spend two and a half years and over $1 million on this again? Oh yeah, because anti-bike zealot and occasional also-ran supervisorial candidate Rob Anderson sued the city for not adequately studying bicycling before proposing to complete the bicycle network and almost double the city’s current 45 miles in lanes, leading the courts to impose an injunction against any new bike projects until we can get this EIR certified.

“So far, it’s just a black hole for money, time, frustration… and cyclists are paying the price,” Leah Shahum, executive director of the San Francisco Bicycle Coalition, told me.

But the good news is that by next year at this time, the city’s burgeoning population of regular cyclists — which an SFBC-commissioned study placed at about 16 percent of the city’s population and growing rapidly — could start seeing new lanes, bike racks, and safety markings known as “sharrows,” assuming that Anderson and his ilk don’t stall this process further after the public hearings for the DEIR begin in January.

Meanwhile, activists and city officials have been quietly working on reforming how the city analyzes traffic impacts (known as LOS reform, which I wrote about here and which we’ll have another story on in our next issue), which could spare bicycle and pedestrians projects from this expensive, ridiculous EIR process. And I’ve heard from people inside both the Mayor’s Office and Board of Supervisors that they’re excited about moving it forward, so perhaps our creation of a more sustainable transportation system could soon move into high gear.

Anniversary Issue: Beyond the automobile

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› steve@sfbg.com

More:

Download the the transportation roundtable discussion (DivShare)

Transportation is the linchpin of sustainability. Fix the transportation system, and almost every other aspect of the city’s ecological health improves: public health, conservation of resources, climate change, economics, and maintaining our culture and sense of community.

The region’s unsustainable transportation system is the biggest cause of global warming (more than half the Bay Area’s greenhouse gas emissions come from vehicles) and one of the biggest recipients of taxpayer money. And right now, most of those public funds from the state and federal governments are going to expand and maintain freeway systems, a priority that exacerbates our problems and delays the inevitable day of reckoning.

It’s going to have to change — and we can do it the easy way or the hard way.

“We’ll get to a more sustainable transportation system. The question is, are we going to be smart enough to make quality of life for people high within that sustainable transportation system?” said Dave Snyder, who revived the San Francisco Bicycle Coalition and founded Transportation for a Livable City (now known as Livable City) before becoming transportation policy director for the San Francisco Planning and Urban Research Association. “People will drive less, but will they have dignified alternatives? That’s the question.”

That notion — that transportation sustainability is inevitable, but that it’ll be painful if we don’t start now in a deliberate way — was shared by all 10 transportation experts recently interviewed by the Guardian. And most agreed that needed reform involves shifting resources away from the automobile infrastructure, which is already crowding out more sustainable options and will gobble up an even bigger piece of the pie in the future if we continue to expand it.

“Yeah, it’ll be more sustainable, but will it be just? Will it be healthful? Will it be effective? Those are the questions,” said Tom Radulovich, director of Livable City and an elected member of the BART Board of Directors. “You can’t argue against geology. The planet is running out of oil. We’re going to have a more sustainable transportation system in the future. That’s a given. The question is, is it going to meet our other needs? Is it going to be what we need it to be?”

And the answer to all those questions is going to be no — as long as politicians choose to fund wasteful projects such as a fourth bore in the Caldecott Tunnel and transferring $4 billion from transit agencies to close California budget deficits accruing since 2000.

“Our leaders need to be putting our money where our collective mouth is and stop raiding these funds,” Carli Paine, transportation program director for Transportation and Land Use Coalition, told us. “I’m hopeful, but I think we all need to do more.”

 

TRANSIT AND BIKES

There is reason to be hopeful. With increased awareness of global warming and high gasoline prices, public transit ridership has increased significantly in the Bay Area. And one study indicates that the number of people bicycling in San Francisco has quadrupled in the last few years.

“Look at what’s happening on the streets of San Francisco: you have biking practically doubling every year without any new bike infrastructure. I think the demand is out there. The question is, when is the political leadership going to catch up to demand?” Jean Fraser, who sits on the SPUR and SFBC boards and until recently ran the San Francisco Health Plan under Mayor Gavin Newsom, told us.

But the political leadership and federal transportation spending priorities are behind the times. Of the $835 million in federal funds administered by the Metropolitan Transportation Commission for the nine Bay Area counties in 2006-07, 51.4 percent went to maintain and expand state highways. Only 2.5 percent went for expansion of public transit, and 2.4 percent for bike and pedestrian projects. Overall, Paine said, about 80 percent of all state and federal transportation funding goes to facilities for automobiles, leaving all modes of transportation to fight for the rest.

“Historically we favor the automobile at the expense of all those other modes,” Radulovich said at a forum of experts assembled by the Guardian (a recording of the discussion is available at sfbg.com). “It’s been given primacy, and I think everyone around this table is saying, in one way or another, that we need a more balanced approach. We need a more sustainable, sensible, and just way of allocating space on our roads.”

Yet the Bay Area is now locking in those wasteful patterns of the past with plans for about $6 billion in highway expansions, which means the MTC will have to spend even more every year keeping those roads in shape. Highway maintenance is the biggest line item in the MTC budget, at $275 million.

“We can’t pay for what we have now — to maintain it, repair it, seismically retrofit it — so why we’re building more is kind of beyond me,” Radulovich said. “We continue to invest in the wrong things.”

The experts also question big-ticket transit items such as the Central Subway project, a 1.7-mile link from SoMa to Chinatown that will cost an estimated $1.4 billion to build and about $4 million per year to run.

“There are 300 small capital projects we need to see,” Snyder said. “That’s really the answer. The idea of a few big capital projects as the answer to our problems is our problem. What we really need are 100 new bike lanes. We need 500 new bus bulbs. We need 300 new buses. It’s not the big sexy project, but 300 small projects.”

The most cost-efficient, environmentally effective transportation projects, according to renowned urban design thinkers such as Jan Gehl from Denmark, are those that encourage walking or riding a bike.

“I think Jan Gehl put it best, which is to say a city that is sweet to pedestrians and sweet to bicyclists is going to be a sustainable city,” Fraser said. “So I think focusing on those two particular modes of transportation meets the other goals of the financial viability because they’re the cheapest ways to get people around — and the healthiest ways — which I submit is one of the other criteria for sustainable transportation…. And it helps with the social justice and social connections.”

 

IT’S GOOD FOR YOU

In fact, transportation sustainability has far-reaching implications for communities such as San Francisco.

“I think of sustainability in two ways,” Fraser said. “The first is sustainability for the environment. And since I have a background in health care, I think of a sustainable transportation system as one that’s actually healthy for us. In the past at least 50 years, we’ve actually engineered any kind of active transportation — walking to work or to school, biking to school — out of our cities.”

But it can be engineered back into the system with land use policies that encourage more density around transit corridors and economic policies that promote the creation of neighborhood-serving commercial development.

“If my day-to-day needs can be met by walking, I don’t put pressure on the transportation system,” Manish Champsee, a Mission District resident who heads the group Walk SF, told us.

The transportation system can either promote that sense of community or it can detract from it. Champsee said San Francisco needs more traffic-calming measures, citing the 32 pedestrian deaths in San Francisco last year. Almost a third as many people are killed in car accidents as die from homicides in San Francisco — but murder gets more resources and attention.

“There’s a real sense in the neighborhoods that the roadways and streetscapes are not part of the neighborhood, they’re not even what links one neighborhood to another. They’re sort of this other system that cuts through neighborhoods,” said Gillian Gillette of the group CC Puede, which promotes safety improvements on Cesar Chavez Street.

Radulovich notes that streets are social spaces and that decisions about how to use public spaces are critical to achieving sustainability.

“A sustainable transportation system is one that allows you to connect to other people,” he said. “Cities have always thrived on connections between humans, and I think some of the transportation choices we’ve made, with reliance on the automobile, have begun to sever a lot of human connections. So you’ve got to think about whether it’s socially sustainable. Also economically sustainable, or fiscally sustainable, because we just can’t pay for what we have.”

So then what do we do? The first step will take place next year when Congress is scheduled to reauthorize federal transportation spending and policies, presenting an opportunity that only comes once every four years. Transportation advocates from around the country are already gearing up for the fight.

“We’ve built out the freeways. They’re connecting the cities — they’re pretty much done. So what do we need to do to make streets more vibrant and have more space for people and not just automobiles?” asked Jeff Wood, program associate for the nonprofit group Reconnecting America and the Center for Transit-Oriented Development.

Then, once communities such as San Francisco have more money and more flexibility on how to spend it, they can get to work on the other sustainability needs. “The key component is having all the transportation systems fully linked,” Paine said. That means coordinating the Bay Area’s 26 transit agencies; expanding on the new TransLink system to make buying tickets cheaper and easier; funding missing links such as connecting Caltrain from its terminus at King and Fourth streets to the new Transbay Terminal; and timing transfers so passengers aren’t wasting time waiting for connections.

And the one big-ticket transportation project supported by all the experts we consulted is high-speed rail, which goes before voters Nov. 4 as Proposition 1A. Not only is the project essential for facilitating trips between San Francisco and Los Angeles, it takes riders to the very core of the cities without their having to use roadways.

Paine also notes that the bond measure provides $995 million for regional rail improvements, with much of that going to the Bay Area. And that’s just the beginning of the resources that could be made available simply by flipping our transportation priorities and recognizing that the system needs to better accommodate all modes of getting around.

At the roundtable, I asked the group how much a reduction in automobile traffic we need to see in San Francisco 20 years from now to become sustainable — with safe streets for cyclists and pedestrians, free-flowing public transit, and vibrant public spaces. Sarah Sherburn-Zimmer, an organizer with SEIU Local 1021 and the Transit Not Traffic Coalition, said “half.” Nobody disagreed.

That may sound outrageous by today’s standards, when cars use about 30 percent of our roadways to handle about 5 percent of the people-moving (a similar ratio to how Americans constitute 5 percent of the world’s population but use more than 25 percent of the world’s resources). A sustainable, just, efficient mix would drastically beef up the operating budgets of Muni, BART, and other transit agencies, and transfer all the capital set aside for new freeways into new transit lines that would better serve, for example, the Sunset and Excelsior districts.

Alternative transportation advocates insist that they aren’t anti-car, and they say the automobile will continue to play a role in San Francisco’s transportation system. But the idea of sustainability means beefing up all the other, more efficient transportation options, so it becomes faster, cheaper, and easier to walk, bike, take transit, or rideshare (probably in that order of importance, based on the resources they consume). As Fraser said of residents choosing to drive cars, “We should make it so it’s their last choice.” *

 

Endorsements 2008: San Francisco races

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SAN FRANCISCO RACES

Board of Supervisors

District 1

ERIC MAR


The incumbent District 1 supervisor, Jake McGoldrick, likes to joke that he holds his seat only because Eric Mar’s house burned down eight years ago. Back then Mar, who has had a stellar career on the school board, decided to wait before seeking higher office.

But now McGoldrick — overall a good supervisor who was wrong on a few key votes — is termed out, and progressive San Francisco is pretty much unanimous in supporting Mar as his successor.

Mar, a soft-spoken San Francisco State University teacher, was a strong critic of former school superintendent Arlene Ackerman and a leader in the battle to get the somewhat dictatorial and autocratic administrator out of the district. He’s been a key part of the progressive majority that’s made substantial progress in improving the San Francisco public schools.

He’s a perfect candidate for District 1. He has strong ties to the district and its heavily Asian population. He’s a sensible progressive with solid stands on the key issues and a proven ability to get things done. He supports the affordable housing measure, Proposition B; the Clean Energy Act, Proposition H; and the major new revenue measures. He’s sensitive to tenant issues, understands the need for a profound new approach to affordable housing, and wants to solve the city’s structural budget problems with new revenue, not just cuts.

His chief opponent, Sue Lee, who works for the Chamber of Commerce, doesn’t support Prop. H and won’t even commit to supporting district elections. She ducked a lot of our questions and was either intentionally vague or really has no idea what she would do as a supervisor. She’s no choice for the district, and we found no other credible candidates worthy of our endorsement. Vote for Eric Mar.

District 3

1. DAVID CHIU


2. DENISE MCCARTHY


3. TONY GANTNER


The danger in this district is Joe Alioto. He’s smooth, he’s slick, he’s well funded — and he would be a disaster for San Francisco. Make no mistake about it, Alioto is the candidate of downtown — and thanks to his famous name and wads of big-business cash, he’s a serious contender.

Two progressive candidates have a chance at winning this seat and keeping Alioto off the board. David Chiu is a member of the Small Business Commission (SBC) and the Democratic County Central Committee (DCCC) and is a former civil rights lawyer who now manages a company that sells campaign software. Denise McCarthy ran the Telegraph Hill Neighborhood Center for 25 years and spent 7 years on the Port Commission.

Tony Gantner, a retired lawyer, is also in the race, although he is running well behind the others in the polls.

We have concerns about all the candidates. Chiu has a solid progressive record as a commissioner and committee member: He was one of only two SBC members who supported the living-wage ordinance and Sup. Tom Ammiano’s city health care plan. He backed Sup. Aaron Peskin, his political mentor, for chair of the DCCC. He backs Prop. H, supports the two revenue measures and the affordable-housing fund, and wants to give local small businesses a leg up in winning city contracts. He has some creative ideas about housing, including a community stabilization fee on new development.

He’s also a partner in a company that received $143,000 last year from PG&E and that has worked with Republicans and some nasty business interests.

Chiu says he doesn’t get to call all the shots at Grassroots Enterprises, which he cofounded. He describes the firm as a software-licensing operation, which isn’t exactly true — the company’s own Web site brags about its ability to offer broad-based political consulting and communication services.

But Chiu vowed to resign from the company if elected, and given his strong record on progressive issues, we’re willing to take a chance on him.

McCarthy has a long history in the neighborhood, and we like her community perspective. She supports Prop. H and the affordable-housing measure. She’s a little weak on key issues like the city budget — she told us she "hadn’t been fully briefed," although the budget is a public document and the debate over closing a massive structural deficit ought to be a central part of any supervisorial campaign. And while she said there "have to be some new taxes," she was very vague on where new revenue would come from and what specifically she would be willing to cut. She supported Gavin Newsom for mayor in 2003 and told us she doesn’t think that was a bad decision. It was. But she has by far the strongest community ties of any candidate in District 3. She’s accessible (even listing her home phone number in her campaign material), and after her years on the Port Commission, she understands land-use issues.

Gantner has been a supporter of the Clean Energy Act from the start and showed up for the early organizing meetings. He has the support of the Sierra Club and San Francisco Tomorrow and talks a lot about neighborhood beatification. But we’re a little nervous about his law-and-order positions, particularly his desire to crack down on fairs and festivals and his strong insistence that club promoters are responsible for all the problems on the streets.

But in the end, Chiu, McCarthy, and Gantner are all acceptable candidates, and Joe Alioto is not. Fill your slate with these three.

District 4

DAVE FERGUSON


What a mess.

We acknowledge that this is one of the more conservative districts in the city. But the incumbent, Carmen Chu, and her main opponent, Ron Dudum, are terrible disappointments.

It’s possible to be a principled conservative in San Francisco and still win progressive respect. We often disagreed over the years with Quentin Kopp, the former supervisor, state senator, and judge, but we never doubted his independence, sincerity, or political skills. Sean Elsbernd, who represents District 7, is wrong on most of the key issues, but he presents intelligent arguments, is willing to listen, and isn’t simply a blind loyalist of the mayor.

Chu has none of those redeeming qualities. She ducks questions, waffles on issues, and shows that she’s willing to do whatever the powerful interests want. When PG&E needed a front person to carry the torch against the Clean Energy Act, Chu was all too willing: she gave the corrupt utility permission to use her name and face on campaign flyers, signed on to a statement written by PG&E’s political flak, and permanently disgraced herself. She says that most of the problems in the city budget should be addressed with cuts, particularly cuts in public health and public works, but she was unable to offer any specifics. She refused to support the measure increasing the transfer tax on property sales of more than $5 million, saying that she didn’t want to create "a disincentive to those sales taking place." We asked her if she had ever disagreed with Newsom, who appointed her, and she could point to only two examples: she opposed his efforts to limit cigarette sales in pharmacies, and she opposed Saturday road closures in Golden Gate Park. In other words, the only times she doesn’t march in lockstep with the mayor is when Newsom actually does something somewhat progressive. We can’t possibly endorse her.

Dudum, who ran a small business and tried for this office two years ago, continues to baffle us. He won’t take a position on anything. Actually, that’s not true — he’s opposed to the Clean Energy Act. Other than that, it’s impossible to figure out where he stands on anything or what he would do to address any of the city’s problems. (An example: When we asked him what to do about the illegal second units that have proliferated in the district, he said he’d solve the problem in two years. How? He couldn’t say.) We like Dudum’s small-business sentiments and his independence, but until he’s willing to take some stands and offer some solutions, we can’t support him.

Which leaves Dave Ferguson.

Ferguson is a public school teacher with little political experience. He’s a landlord, and not terribly good on tenant issues (he said he supported rent control when he was a renter, but now that he owns a four-unit building, he’s changed his mind). But he supports Prop. H, supports Prop. B, supports the revenue measures, and has a neighborhood sensibility. Ferguson is a long shot, but he’s the only candidate who made anything approaching a case for our endorsement.

District 5

ROSS MIRKARIMI


Mirkarimi won this seat four years ago after a heated race in a crowded field, and he’s quickly emerged as one of the city’s most promising progressive leaders. He understands that a district supervisor needs to take on tough citywide issues (he’s the lead author of the Clean Energy Act and won a surprisingly tough battle to ban plastic bags in big supermarkets) as well as dealing with neighborhood concerns. Mirkarimi helped soften a terrible plan for developing the old UC Extension site and fought hard to save John Swett School from closure.

But the area in which he’s most distinguished himself is preventing violent crime — something progressives have traditionally had trouble with. Four years ago, District 5 was plagued with terrible violence: murders took place with impunity, the police seemed unable to respond, and the African American community was both furious and terrified. Mirkarimi took the problem on with energy and creativity, demanding (and winning, despite mayoral vetoes) police foot patrols and community policing. Thanks to his leadership, violent crime is down significantly in the district — and the left in San Francisco has started to develop a progressive agenda for the crime problem.

He has no serious opposition, and richly deserves reelection.

District 7

SEAN ELSBERND


We rarely see eye to eye with the District 7 incumbent. He’s on the wrong side of most of the key votes on the board. He’s opposing the affordable housing measure, Prop. B. He’s opposed to the Clean Energy Act, Prop. H. It’s annoying to see someone who presents himself as a neighborhood supervisor siding with PG&E and downtown over and over again.

But Elsbernd is smart and consistent. He’s a fiscal conservative with enough integrity that he isn’t always a call-up vote for the mayor. He’s accessible to his constituents and willing to engage with people who disagree with him. The progressives on the board don’t like the way he votes — but they respect his intelligence and credibility.

Unlike many of the candidates this year, Elsbernd seems to understand the basic structural problem with the city budget, and he realizes that the deficit can’t be reduced just with spending cuts. He’s never going to be a progressive vote, but this conservative district could do worse.

District 9

1. DAVID CAMPOS


2. ERIC QUEZADA


3. MARK SANCHEZ


The race to succeed Tom Ammiano, who served this district with distinction and is now headed for the State Legislature, is a case study in the advantages of district elections and ranked-choice voting. Three strong progressive candidates are running, and the Mission–Bernal Heights area would be well served by any of them. So far, the candidates have behaved well, mostly talking about their own strengths and not trashing their opponents.

The choice was tough for us — we like David Campos, Eric Quezada, and Mark Sanchez, and we’d be pleased to see any of them in City Hall. It’s the kind of problem we wish other districts faced: District 9 will almost certainly wind up with one of these three stellar candidates. All three are Latinos with a strong commitment to immigrant rights. All three have strong ties to the neighborhoods. Two are openly gay, and one is a parent. All three have endorsements from strong progressive political leaders and groups. All three have significant political and policy experience and have proven themselves accessible and accountable.

And since it’s almost inconceivable that any of the three will collect more than half of the first-place votes, the second-place and third-place tallies will be critical.

Campos, a member of the Police Commission and former school district general counsel, arrived in the United States as an undocumented immigrant at 14. He made it to Stanford University and Harvard Law School and has worked as a deputy city attorney (who helped the city sue PG&E) and as a school district lawyer. He’s been a progressive on the Police Commission, pushing for better citizen oversight and professional police practices. To his credit, he’s stood up to (and often infuriated) the Police Officers’ Association, which is often a foe of reform.

Campos doesn’t have extensive background in land-use issues, but he has good instincts. He told us he’s convinced that developers can be forced to provide as much as 50 percent affordable housing, and he thinks the Eastern Neighborhoods Plan lacks adequate low-cost units. He supports the revenue measures on the ballot and wants to see big business paying a fair share of the tax burden. He argues persuasively that crime has to become a progressive issue, and focuses on root causes rather than punitive programs. Campos has shown political courage in key votes — he supported Theresa Sparks for Police Commission president, a move that caused Louise Renne, the other contender, to storm out of the room in a fit of cursing. He backed Aaron Peskin for Democratic Party chair despite immense pressure to go with his personal friend Scott Weiner. Ammiano argues that Campos has the right qualities to serve on the board — particularly the ability to get six votes for legislation — and we agree.

Eric Quezada has spent his entire adult life fighting gentrification and displacement in the Mission. He’s worked at nonprofit affordable-housing providers, currently runs a homeless program, and was a cofounder of the Mission Anti-Displacement Coalition. Although he’s never held public office, he has far more experience with the pivotal issues of housing and land use than the other two progressive candidates.

Quezada has the support of Sup. Chris Daly (although he doesn’t have Daly’s temper; he’s a soft-spoken person more prone to civil discussion than fiery rhetoric). If elected, he would carry on Daly’s tradition of using his office not just for legislation but also as an organizing center for progressive movements. He’s not as experienced in budget issues and was a little vague about how to solve the city’s structural deficit, but he would also make an excellent supervisor.

Mark Sanchez, the only Green Party member of the three, is a grade-school teacher who has done a tremendous job as president of the San Francisco school board. He’s helped turn that panel from a fractious and often paralyzed political mess into a strong, functioning operation that just hired a top-notch new superintendent. He vows to continue as an education advocate on the Board of Supervisors.

He told us he thinks he can be effective by building coalitions; he already has a good working relationship with Newsom. He’s managed a $500 million budget and has good ideas on both the revenue and the spending side — he thinks too much money goes to programs like golf courses, the symphony, and the opera, whose clients can afford to cover more of the cost themselves. He wants a downtown congestion fee and would turn Market Street into a pedestrian mall. Like Campos, he would need some education on land-use issues (and we’re distressed that he supports Newsom’s Community Justice Center), but he has all the right political instincts. He has the strong support of Sup. Ross Mirkarimi. We would be pleased to see him on the Board of Supervisors.

We’ve ranked our choices in the order we think best reflects the needs of the district and the city. But we also recognize that the progressive community is split here (SEIU Local 1021 endorsed all three, with no ranking), and we have nothing bad to say about any of these three contenders. The important thing is that one of them win; vote for Campos, Quezada, and Sanchez — in that order, or in whatever order makes sense for you. Just vote for all three.

District 11

1. JOHN AVALOS


2. RANDY KNOX


3. JULIO RAMOS


This is one of those swing districts where either a progressive or a moderate could win. The incumbent, Gerardo Sandoval, who had good moments and not-so-good moments but was generally in the progressive camp, is termed out and running for judge.

The strongest and best candidate to succeed him is John Avalos. There are two other credible contenders, Randy Knox and Julio Ramos — and one serious disaster, Ahsha Safai.

Avalos has a long history of public-interest work. He’s worked for Coleman Advocates for Children and Youth, for the Justice for Janitors campaign, and as an aide to Sup. Chris Daly. Since Daly has served on the Budget Committee, and at one point chaired it, Avalos has far more familiarity with the city budget than any of the other candidates. He understands that the city needs major structural reforms in how revenue is collected, and he’s full of new revenue ideas. Among other things, he suggests that the city work with San Mateo County to create a regional park district that could get state funds (and could turn McLaren Park into a destination spot).

He has a good perspective on crime (he supports community policing along with more police accountability) and wants to put resources into outreach for kids who are at risk for gang activity. He was the staff person who wrote Daly’s 2006 violence prevention plan. He wants to see more affordable housing and fewer luxury condos in the eastern neighborhoods and supports a congestion fee for downtown. With his experience both at City Hall and in community-based organizations, Avalos is the clear choice for this seat.

Randy Knox, a criminal defense lawyer and former member of the Board of Appeals, describes himself as "the other progressive candidate." He supports Prop. H and the affordable-housing fund. He links the crime problem to the fact that the police don’t have strong ties to the community, and wants to look for financial incentives to encourage cops to live in the city. He wants to roll back parking meter rates and reduce the cost of parking tickets in the neighborhoods, which is a populist stand — but that money goes to Muni, and he’s not sure how to replace it. He does support a downtown congestion fee.

Knox wasn’t exactly an anti-developer stalwart on the Board of Appeals, but we’ll endorse him in the second slot.

Julio Ramos has been one of the better members of a terrible community college board. He’s occasionally spoken up against corruption and has been mostly allied with the board’s progressive minority. He wants to build teacher and student housing on the reservoir adjacent to City College. He suggests that the city create mortgage assistance programs and help people who are facing foreclosure. He suggests raising the hotel tax to bring in more money. He supports public power and worked at the California Public Utilities Commission’s Division of Ratepayer Advocates, where he tangled with PG&E.

We’re backing three candidates in this district in part because it’s critical that Safai, the candidate of Mayor Newsom, downtown, and the landlords, doesn’t get elected. Safai (who refused to meet with our editorial board) is cynically using JROTC as a wedge against the progressives, even though the Board of Supervisors does not have, and will never have, a role in deciding the future of that program. He needs to be defeated, and the best way to do that is to vote for Avalos, Knox, and Ramos.

Board of Education

SANDRA FEWER


NORMAN YEE


BARBARA LOPEZ


KIMBERLY WICOFF


Two of the stalwart progressive leaders on the San Francisco School Board — Mark Sanchez and Eric Mar — are stepping down to run for supervisor. That’s a huge loss, since Mar and Sanchez were instrumental in getting rid of the autocratic Arlene Ackerman, replacing her with a strong new leader and ending years of acrimony on the board. The schools are improving dramatically — this year, for the first time in ages, enrollment in kindergarten actually went up. It’s important that the progressive policies Mar and Sanchez promoted continue.

Sandra Fewer is almost everyone’s first choice for the board. A parent who sent three kids to the San Francisco public schools, she’s done an almost unbelievable amount of volunteer work, serving as a PTA president for 12 terms. She currently works as education policy director at Coleman Advocates for Children and Youth. She knows the district, she knows the community, she’s full of energy and ideas, and she has the support of seven members of the Board of Supervisors and five of the seven current school board members.

Fewer supports the new superintendent and agrees that the public schools are getting better, but she’s not afraid to point out the problems and failures: She notes that other districts with less money are doing better. She wants to make the enrollment process more accessible to working parents and told us that race ought to be used as a factor in enrollment if that will help desegregate the schools and address the achievement gap. She’s against JROTC in the schools.

We’re a little concerned that Fewer talks about using district real estate as a revenue source — selling public property is always a bad idea. But she’s a great candidate and we’re happy to endorse her.

Norman Yee, the only incumbent we’re endorsing, has been something of a mediator and a calming influence on an often-contentious board. He helped push for the 2006 facilities bond and the parcel tax to improve teacher pay. He’s helped raise $1 million from foundations for prekindergarten programs. He suggests that the district take the radical (and probably necessary) step of suing the state to demand adequate funding for education. Although he was under considerable pressure to support JROTC, he stood with the progressives to end the military program. He deserves another term.

Barbara "Bobbi" Lopez got into the race late and has been playing catch-up. She’s missed some key endorsements and has problems with accessibility. But she impressed us with her energy and her work with low-income parents. A former legal support worker at La Raza Centro Legal, she’s now an organizer at the Tenderloin Housing Clinic, working with immigrant parents. She’s fought to get subsidized Muni fares for SFUSD students. Her focus is on parent involvement — and while everyone talks about bringing parents, particularly low-income and immigrant parents, more directly into the education process, Lopez has direct experience in the area.

Kimberly Wicoff has a Stanford MBA, and you can tell — she talks in a sort of business-speak with lots of reference to "outcomes." She has no kids. But she’s currently working with a nonprofit that helps low-income families in Visitacion Valley and Hunters Point, and we liked her clearheaded approach to the achievement gap. Wicoff is a fan of what she calls community schools; she thinks a "great school in every neighborhood" can go a long way to solving the lingering issues around the enrollment process. That’s a bit of an ambitious goal, and we’re concerned about any move toward neighborhood schools that leads to resegregation. But Wicoff, who has the support of both Mark Sanchez and Mayor Newsom, brings a fresh problem-solving approach that we found appealing. And unlike Newsom, she’s against JROTC.

Jill Wynns, who has been on the board since 1992, has had a distinguished career, and we will never forget her leadership in the battle against privatizing public schools. But she was a supporter of former superintendent Ackerman even when Ackerman was trampling on open-government laws and intimidating students, parents, and staff critics, and she supports JROTC. It’s time for some new blood.

Rachel Norton, a parent and an advocate for special-education kids, has run an appealing campaign, but her support for the save-JROTC ballot measure disqualified her for our endorsement.

As a footnote: H. Brown, a blogger who can be a bit politically unhinged, has no business on the school board and we’re not really sure why he’s running. But he offered an interesting idea that has some merit: he suggests that the city offer free Muni passes and free parking to anyone who will volunteer to mentor an at-risk SFUSD student. Why not?

Community College Board

MILTON MARKS


CHRIS JACKSON


BRUCE WOLFE


There are four seats up for the seven-member panel that oversees the San Francisco Community College District, and we could only find three who merit endorsement. That’s a sad statement: City College is a local treasure, and it’s been badly run for years. The last chancellor, Phil Day, left under a cloud of corruption; under his administration, money was diverted from public coffers into a political campaign. The current board took bond money that the voters had earmarked for a performing arts center and shifted it to a gym — then found out that there wasn’t enough money in the operating budget to maintain the lavish facility. It’s a mess out there, and it needs to be cleaned up.

Fortunately, there are three strong candidates, and if they all win, the reformers will have a majority on the board.

Milton Marks is the only incumbent we’re supporting. He’s been one of the few board members willing to criticize the administration. He supports a sunshine policy for the district and believes the board needs to hold the chancellor accountable (that ought to be a basic principle of district governance, but at City College, it isn’t). He wants to push closer relations with the school board. He actually pays attention to the college budget and tries to make sure the money is spent the right way. He is pushing to reform the budget process to allow more openness and accountability.

Chris Jackson, a policy analyst at the San Francisco Labor Council, is full of energy and ideas. He wants to create an outreach center for City College at the public high schools. He also understands that the college district has done a terrible job working with neighborhoods and is calling for a comprehensive planning process. He understands the problems with the gym and the way the board shuffles money around, and he is committed to a more transparent budget process.

Jackson is also pushing to better use City College for workforce development, particularly in the biotech field, where a lot of the city’s new jobs will be created.

Jackson was president of the Associated Students at San Francisco State University, has been a member of the Youth Commission, and worked with Young Workers United on the city’s minimum-wage law. His experience, energy, and ideas make him an ideal candidate.

Bruce Wolfe attended City College after a workplace injury and served on the Associate Students Council. He knows both the good (City College has one of the best disability service programs in the state) and the bad (the school keeps issuing bonds to build facilities but doesn’t have the staff to keep them running). As a former member of the San Francisco Sunshine Ordinance Task Force, Wolfe is a strong advocate for open government, something desperately needed at the college district. He told us he thinks the college should agree to abide by the San Francisco Planning Code and is calling for a permanent inspector general to monitor administration practices and spending. He wants City College to start building housing for students. He has direct experience with the district and great ideas for improving it, and we’re happy to endorse him.

Incumbents Rodel Rodis and Natalie Berg are running for reelection; both have been a key part of the problem at City College, and we can’t endorse either of them. Steve Ngo, a civil rights lawyer, has the support of the Democratic Party, but we weren’t impressed by his candidacy. And he told us he opposes the Clean Energy Act.

Vote for Marks, Jackson, and Wolfe.

BART Board of Directors

With rising gasoline prices, congested roadways, and global warming, it’s now more important than ever to have an engaged and knowledgeable BART board that is willing to reform a system that effectively has San Francisco users subsidizing everyone else. That means developing a fare structure in which short trips within San Francisco or the East Bay urban centers are cheaper and longer trips are a bit more expensive. BART should also do away with free parking, which favors suburban drivers (who tend to be wealthier) over urban cyclists and pedestrians. San Francisco’s aging stations should then get the accessibility and amenity improvements they need—and at some point the board can even fund the late-night service that is long overdue. There are two candidates most capable of meeting these challenges:

District 7

LYNETTE SWEET


This district straddles San Francisco and the East Bay, and it’s crucial that San Francisco—which controls just three of the nine seats—retain its representative here. We would like to see Lynette Sweet more forcefully represent the interests of riders from San Francisco and support needed reforms such as civilian oversight of BART police. But she has a strong history of public service in San Francisco (having served on San Francisco’s taxi and redevelopment commissions before joining the BART board in 2003), and we’ll endorse her.

District 9

TOM RADULOVICH


Tom Radulovich is someone we’d love to clone and have run for every seat on the BART board, and perhaps every other transportation agency in the Bay Area. He’s smart and progressive, and he works hard to understand the complex problems facing our regional transportation system and then to develop and advocate for creative solutions. As executive director of the nonprofit Livable City, Radulovich is a leader of San Francisco’s alternative transportation brain trust, widely respected for walking the walk (and biking the bike—he doesn’t own a car) and setting an example for how to live and grow in the sustainable way this city and country needs.

>>More Guardian Endorsements 2008

P is for power grab

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› sarah@sfbg.com

Mayor Gavin Newsom wants voters to believe that Proposition P, which seeks to change the size and composition of the San Francisco County Transportation Authority (TA) board, will lead to more efficiency and accountability.

But Prop. P’s many opponents — who include all 11 supervisors, all four state legislators from San Francisco, the San Francisco Planning and Urban Research Association, the Sierra Club, the San Francisco Bicycle Coalition, the San Francisco Democratic Party, and the Harvey Milk LGBT Democratic Club — say that the measure would hand over billions of taxpayer dollars to a group of political appointees, thereby removing critical and independent oversight of local transportation projects.

Currently, the Board of Supervisors serves as the governing body of the TA, a small but powerful voter-created authority that acts as a watchdog for the $80 million in local sales tax revenues annually earmarked for transportation projects and administers state and federal transportation funding for new projects.

As such, the TA holds considerable sway over the capital projects of the San Francisco Municipal Transportation Agency (MTA), which operates Muni and has a board composed entirely of mayoral appointees. Prop. P would give the mayor more control over all transportation funding, which critics say could be manipulated for political reasons.

As Assemblymember Mark Leno told the Guardian, "This is a system of checks and balances that seems to be working well." And, as Sen. Carole Migden put it, "if it ain’t broke, don’t mess with it."

But if Newsom gets his way and Prop. P passes, the TA’s board will shrink to five elected officials in February — and Newsom will be one of them.

TA executive director José Luis Moscovich told us it wouldn’t be a bad idea to have the mayor on the agency’s governing board. "But that’s different from taking the board from 11 to five members," Moscovich said. "And how would the districts be represented equally?"

Since the TA has only 30 staff members, compared with the MTA’s 6,000 employees, Moscovich finds it hard to see how overhauling his agency would result in greater efficiency.

"Our overhead is 50 percent less than the MTA’s," Moscovich said. "We are subject to all kinds of oversight. This is a sledgehammer to a problem that doesn’t require it."

Tom Radulovich, an elected BART board member and the director of the nonprofit Livable City, believes that personality and policy questions lie at the heart of Newsom’s unilateral decision to place Prop. P on the ballot.

"The mayor doesn’t get along with the Board of Supervisors," Radulovich told us. "The way things stand, the mayor effectively controls the MTA, and the board effectively controls the TA. The mayor would like not to have to deal with the board."

This isn’t the first time a merger has been suggested, and this isn’t even the first time it’s come up this year.

In February, MTA chief Nathaniel Ford suggested the merger, with the MTA in charge. At the time, Newsom was under intense scrutiny for dipping into a million dollars’ worth of MTA funds to pay his staffers’ salaries. He told the San Francisco Chronicle that taking over the TA was not his idea and not something his office planned to pursue.

But shortly after that, Sup. Jake McGoldrick tried and failed to qualify a measure that would have divided the power to nominate members of the MTA’s board between the mayor, the president of the Board of Supervisors, and the city controller.

Newsom retaliated with Prop. P, which would replace the TA board with the mayor, an elected official chosen by the mayor, the president of the Board of Supervisors, an elected official chosen by the board president, and the city treasurer.

While Newsom was honeymooning in Africa, mayoral spokesperson Nathan Ballard turned up the heat by criticizing the supervisors for spending TA funds on routine travel expenses and office supplies.

"I don’t understand why money that is supposed to go to roads is going to couches and cell phones for members of the Board of Supervisors," Ballard told the San Francisco Examiner. But according to public records, Newsom himself charged $14,555 in expenses to the TA while he was a supervisor and a TA board member, from 1997 through 2003.

Jim Sutton, an attorney who served as treasurer in both of Newsom’s mayoral campaigns, has formed a committee to support Prop. P, ironically called Follow the Money.

San Francisco Bicycle Coalition executive director Leah Shahum, whom Newsom appointed to, then fired from, the MTA board last year, said that the TA has a strong record, not only of tracking dollars and winning matching funds at the state and federal levels, but also of making sure that the needs of bicyclists and pedestrians are represented.

"The system we have now is also the most protective of our dollars," Shahum said, noting that the TA is stringent about recipient agencies’ meeting deadlines and keeping costs in check.

Moscovich warned that it’s important that the city quickly move on from the battle over Prop. P, in light of the ongoing financial meltdown on Wall Street and the federal government’s bailout plan.

"This financial tsunami that hasn’t hit us yet will make it harder to borrow money to complete engineering projects," Moscovich predicted. "So it’s important that we get beyond this and show a unified front, so that our credibility as a city is not in danger."

The return of Sunday Streets

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cic 2.jpg

By Steven T. Jones

San Francisco’s usable open space will increase significantly for a few hours this Sunday as dangerous, polluting automobiles give way to bicyclists, pedestrians, dancers, roller skaters, frolicking children, and all manner of people-powered people. Sunday Streets, a rare collaboration between Mayor Gavin Newsom and the city’s carfree advocates, will close down the Embarcadero between Bayview and Chinatown from 9 a.m. to 1 p.m. (an ending time that’s way to early for late-rising San Franciscans, IMHO).
Newsom, who has lately been focused more on his political ambitions than improving San Francisco, deserves credit for pushing this idea past the expected business community and pro-car critics. The first event on Aug. 31 was a success and an even bigger turnout is expected this Sunday. But the question for Newsom and every other political leader in the city is: what’s next? How can San Francisco build on this concept to encourage more carfree spaces in the city? It’s something to ponder during this heated political season.

MarketBar

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› paulr@sfbg.com

We have the other white meat and the other woman, and in the Ferry Building we have had, for the past five years, the other restaurant, the Not-Slanted Door. Of course I mean MarketBar, which is pretty wonderful and surprisingly not pricey, and how often do you find yourself thinking that when you’re in or near the Ferry Building?

The Slanted Door has held the pole position in the Ferry Building since that venerable structure’s rebirth as a food mecca and the restaurant’s arrival therein by a hop-skip-and-jump route that began at its birthplace on Valencia Street in the mid-1990s and continued to an interregnum spot at an Embarcadero location previously held by Embarko and, later, La Suite. Those were nice digs, but the Slanted Door’s Ferry Building set-up is nonpareil: it’s huge, with huge windows looking on the water and a reputation that draws the building’s flocks of food cognoscenti like ducks — perhaps roasted with five-spice powder — to june bugs.

If the Ferry Building is the manse of a grand food family, then MarketBar is the younger brother who got the bedroom over the garage with the smaller closet. The restaurant looks not onto the bay but the Embarcadero itself, a much-beautified roadway but a roadway nonetheless, a swirling parfait of cars and streetcars and pedestrians. Yet the trade-off isn’t a bad one. While the Slanted Door enjoys Zen-tranquil water views, it can be chaotic inside; MarketBar looks upon the urban circus but is just far enough removed from it to remain peaceable.

A large part of the restaurant’s magic has to do with its immense sidewalk-side patio, set with large umbrellas and discreetly but firmly fenced off from the madding crowd. The Parisians are masters of this arrangement, but you don’t see it much here, maybe because the weather is less favorable or because our city doesn’t have the sorts of public places, like the Place de la Bastille, that Paris does. Many of our al fresco efforts are impromptu: a few flimsy tables and chairs teetering at the brink of the curb. MarketBar, by contrast, is built around, and seems to exist for, its patio.

There’s an inside too, a mirror-backed bar flanked by dining rooms like the wings of a big house. The colors are the reassuring ones of the earth, the look is classic San Francisco, and although no one is whispering, the noise is not insane. But what is everyone whispering about — the prix-fixe menu? Probably, since MarketBar has a good one, three courses for $29.95.

Usually I find a prix-fixe option to be irresistible. But chef Rick Hackett’s regular menu, a Mediterranean-inflected mélange, is chockablock with temptation: lively dishes at competitive prices. Some are little more than nibbles: a bowl of spicy peanuts ($3.75), say, with a nice balance of salt and sweetness; and fresh-cured green olives ($4.75), large, round, and vivid green — if you’ve ever been curious about fresh olive fruit, these orbs are close — draped with shreds of pickled red onion.

Some are big and substantial enough to be called sides, such as a warm salad of chopped romaine leaves and fresh fava beans ($5.75), simply dressed with a little shallot, olive oil, and salt. It made a nice starter; my only criticism is that it was too green, nothing but green, like a Monet painting of a lawn, bordered by shrubbery and surrounded by leafy trees.

As a rule I don’t have pasta much in restaurants, since I make it so often at home, but I was curious about MarketBar’s meatballs and pasta in broth ($14.75). I expected, more or less, a plate of spaghetti and meatballs, with more than the usual amount of sauce, but what I got was basically an Italian version of pho: a deep bowl filled with an herbed broth in which bobbed a half-dozen or so meatballs (rather beefy, I thought), along with several ravioli discs stuffed with spinach.

The prix-fixe menu includes first and main courses along with dessert, and there are choices within each of those categories. A simple salad of heirloom tomatoes and fresh mozzarella cheese reflected the lusciousness of this year’s tomato crop — the fruit has been intensely juicy and flavorful even in the early going — but while red tomatoes are handsome, so are the yellow, orange, green, and pink ones, and a little color play never hurts any salad.

Main dishes tend toward the straightforward and hearty: grilled veal rib eye with quartered new potatoes, morel mushrooms, and English peas; a swordfish filet striped with artichoke aioli and laid atop braised Swiss chard and spring onions. Desserts, as befits the restaurant’s name and location, are largely seasonal, and in berry season you naturally end up with marriages between berries and pastry, as galettes and little pies. But there are other sweet possibilities available, including an orange-soda float ($7.50) — "like a Dreamsicle," one of my companions said, except in liquid form and presented in a sundae glass. Creamy, but mighty sweet, as if Orange Crush and not Orangina was used.

The wine list is diverse and offers a fair number of choices by the glass, but these are pricier than the food would lead one to expect, with many costing well into double digits. Still, that’s a manageable splurge if you just plan to sit with a friend under the umbrella on the patio, sharing a bowl of spicy peanuts while watching others, many, many others, go about their business.

MARKETBAR

Dinner: nightly, 5–10 p.m.

Lunch: Mon.–Fri., 11:30 a.m.–5 p.m.

Brunch: Sat.–Sun., 9 a.m.–3 p.m.

One Ferry Building, Embarcadero at Market, SF

(415) 434-1100

www.marketbar.com

Full bar

AE/MC/V

Comfortable noise level

Wheelchair accessible

Reclaiming San Francisco — from cars

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› news@sfbg.com

GREEN CITY On Sunday, Aug. 31, the Mayor’s Office and several community groups join forces to bring San Francisco into an international movement to increase physical activity, break down invisible borders, and make scenic space available to all during the city’s first ciclovia.

More than 4.5 miles of streets will be closed to cars that day from 9 a.m. to 1 p.m. for Sunday Streets, the first of two ciclovias scheduled this summer. The idea of the ciclovia — which is Spanish for "cycle way" or "bike path" — was conceived in Bogotá, Colombia, during the mid-1990s and has since spread throughout the world.

The concept is to take existing roads — the province of cars — and turn them into temporary paths for walking, jogging, cycling, and other physical activity.

"I think it really helps us re-imagine our city streets as places of safe, non-auto physical activity," said Wade Crowfoot, Mayor Gavin Newsom’s director of global climate change. "From an environmental perspective, it’s time we re-imagine our space and our streets, and to make streets accessible to everyone."

The route extends from Bayview Opera House, up Illinois Street to the Embarcadero, along the waterfront, and across Washington Street into Chinatown. Five activity pods will feature dance classes, yoga, hopscotch, jump rope, and more, and participants are encouraged to explore as much of the route as they can. The Giants’ stadium will be open to pedestrians and bikers who want to run the bases, and event facilitators say they hope this 4.5-mile stretch will grow into something bigger.

"We hope this is just the beginning, and that it succeeds all over the city," said Andy Thornley, program director of the San Francisco Bicycle Coalition.

The man largely credited with starting the ciclovia is Gil Penalosa, who implemented the idea as Bogotá’s commissioner of parks and recreation in 1995. Penalosa now runs a nonprofit called Walk and Bike for Life that promotes the ciclovia and other forms of active living.

San Francisco’s event is modest: Bogotá closes off more than 80 miles of looping streets every Sunday and on holidays. More than 1.5 million people turn out each week, according to the Walk and Bike for Life Web site. Ottawa closes more than 30 miles of space on Sundays from May to September, and events have taken place all over Europe in addition to the American continents.

The ciclovia is also part of the car-free movement, an international effort to promote alternatives to car dependence and automobile-based planning.

Besides saving energy and promoting fitness, event planners at ciclovias in Bogotá noticed the events were causing a cultural shift. The Christian Science Monitor reported in an Aug. 18 article that residents from different neighborhoods began interacting as never before. Indian residents of poorer neighborhoods used to halt at the imaginary dividing lines of the more affluent European neighborhoods, and vice versa, but now people mingle freely.

San Francisco organizers hope to use Sunday Streets to create a similar effect here.

"We deliberately chose the route that connects the Bayview to Chinatown, two communities that are historically disconnected," said Susan King, the event’s organizer. "We want people to go to Hunters Point and Chinatown and see what’s out there, with the hope that people will see things they want to come back to."

King also noted that these two neighborhoods lack adequate open space. "We want people in those communities to experience what people who live adjacent to Golden Gate Park and the Presidio get to experience on a regular basis — an opportunity to exercise and not worry about getting hit by cars," King said.

Another international trend that Sunday Streets continues is the reclaiming of waterfront space. Tom Radulovich, executive director of Livable City, said he recently visited Vancouver and experienced its 28 miles of bicycle and pedestrian paths along the water. Paris also has a ciclovia every summer that closes a major expressway and creates a beachfront and promenade along the Seine.

"[The Embarcadero] — that big, dangerous roadway — cuts the city off from the waterfront," Radulovich said. "We want to think about the possibility of reclaiming the water space more successfully for San Franciscans."

One of the few voices of opposition to Sunday Streets came from a group of Pier 39 merchants who worried about the economic impact.

The Board of Supervisors voted Aug. 5 not to delay the event until an economic impact report had been released, but Crowfoot said traffic impact analyses will be done this weekend so that there will be better understanding of the impact of any future events. But many ciclovias have actually increased business because people are more prone to stop and look in stores when they walk by instead of just driving past them.