Planning

Dead town

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› gwschulz@sfbg.com

Every reporter assigned to the Castro on Halloween knew right away that the story was, in fact, the nonstory.

There were no outlaws. No shootings or stabbings as in the past. There weren’t even many of the scumbag bridge-and-tunnelers police feared most. The mayor’s plan worked: two decades of fun in the Castro on Halloween died in 2007.

"People are leaving in droves," one man said into his cell phone around 10:30 p.m. "We can’t drink."

By that point the San Francisco Police Department could count the total arrests on one hand. A few people were cuffed for public intoxication. One man had outstanding warrants. Another jaywalked. Department spokesperson Sgt. Neville Gittens — not someone reporters know as typically cheerful — was in a startlingly good mood.

"There aren’t enough people out here to urinate or defecate anywhere," Gittens told the Guardian that night while standing near a cordoned command and control center the city had planted at 18th and Collingwood streets. "You can see the streets. They’re pretty empty. They’re pretty quiet, and we’re very thankful for that. What we set out to accomplish as far as discouraging this party, so far it seems like it’s working."

The Mayor’s Office, in fact, called the night "an incredible success." Nathan Ballard, the mayor’s press spokesperson, added, "We are pleased with the way Halloween turned out this year. [Police] Chief [Heather] Fong did an excellent job of keeping the peace, and Sup. [Bevan] Dufty deserves praise for showing real leadership and representing the interests of his district."

But that success came at a cost — the Castro on Halloween night was under the tight control of a massive contingent of police. Barricades blocked the streets. Cops kept revelers (and anyone else who happened by) from setting so much as a toe off the sidewalk.

While the crowd totaled just a fraction of what has appeared in years past, Gittens said well over 500 law enforcement personnel were assigned to the area, including officers from the probation department, the BART Police Department, the Sheriff’s Department, the California Highway Patrol, and the federal Bureau of Alcohol, Tobacco and Firearms.

Even the San Francisco Chronicle, an institution that hardly embodies unbridled countercultural fun — deemed the law enforcement preparations "almost militaristic."

The tab for all of that police presence — and for the lost tax revenue from bars and restaurants and the hit to the tourist industry — will almost certainly run into millions of dollars.

At times members of the media even appeared to outnumber partygoers. When an ambulance and two vans from the Sheriff’s Department began backing into an alley between Market and Castro, a camera operator and a reporter rushed to the scene. It was nothing, it turned out. Just a woman splayed out drunk next to a Dumpster.

SMALL BUSINESSES UNHAPPY


The last-minute announcement of the shutdown of the BART station at 16th and Mission streets, Gittens said, probably did the trick more than anything else. But that decision enraged some business owners, who told us they were worried that fewer transit riders would threaten revenue during what is usually a profitable holiday.

"Small business is the heartbeat of San Francisco, and the Mission district itself endures enough difficulties on a regular basis," Jean Feilmoser, president of the Mission Merchants Association, wrote in a community e-mail Oct. 30. "To cut off the arm that feeds the economic engine on one of the busiest nights of the year is cruel and unusual punishment."

The dramatic transit shutdown earned harsh criticism from two local officials, BART board member Tom Radulovich and District 6’s Sup. Chris Daly.

"Transit riders have been unfairly singled out in the city’s War on Halloween, and BART’s proposed closure is an insult to the community [that]
relies on 16th Street Mission Station," the two wrote in an Oct. 30 letter condemning the move. "People and businesses that depend on BART and Muni will have their mobility compromised by this campaign to suppress the Halloween celebration in the Castro."

Alix Rosenthal, who lost a board challenge to Castro district Sup. Bevan Dufty in 2006, was appalled by how little the public knew about the Halloween plans in advance. Rosenthal helped found Citizens for Halloween, a group that argued revelers would show up despite city hall’s insistence that the event be cancelled this year.

"I think it was really great they were able to keep the Castro safe," Rosenthal said. "But at what cost? The cost of fun. The cost of Halloween. The cost of transit riders. The cost of merchants."

Several businesses — including sex shops, bars, and restaurants — relented to pressure from the city and closed early. Officers clad in riot helmets and zip cuffs filled the entryways, seeming to overshadow civilians and bored-looking TV reporters.

The Edge bar at 4149 18th St., Osaki Sushi around the corner, the Posh Bagel, Chinese Dim Sum, the Sausage Factory, and even Twin Peaks, a bar that stands at the northeast entryway of the Castro and normally serves as a sort of de facto welcoming committee for the neighborhood, were shuttered. The restaurant A Bon Port at 476 Castro stood dark with a chalkboard sign in the window: "Out cruising," it read hopefully.

San Francisco Badlands, one of many Castro bars owned by area entrepreneur Les Natali, closed at 10 p.m., and two perturbed-looking private security guards in orange vests informed loiterers that they weren’t allowed in any longer. Harvey’s (on the southwest corner of 18th and Castro streets) remained open, but there were few people inside.

THE EAST BAY CROWD


The folks who braved the police and the lack of transit tried to liven things up. Just south of the Castro Muni station, two friends protested with signs reading, "Don’t tell us what to do — we’ll come if we want to." One of them, Erik Proctor, splits his time between the East Bay and San Francisco and said residents who move to the neighborhood should expect rambunctious annual celebrations.

"Partly why I’m out here is because last year they said people from the East Bay were the problem," Proctor said. "I represent the East Bay also. I come over here to have a good time. I don’t come over here to cause problems."

With the crowd under control, the cops had plenty of time to chat about their paychecks. "Are you on OT?" one officer standing south of 18th Street casually asked another.

"I think so," he responded.

"Well, that’s good."

A handful of costumed celebrants graced filled the sidewalks, but there was still plenty of breathing room, and traffic moved swiftly and easily along Castro Street, which was lined with steel barricades. One step into the street would elicit a hand on the chest and a hasty warning from a police officer: "Back on the sidewalk."

A handful of men went near-commando in little more than elastic thongs, but few people were shocked, and most of the costumes were far from scandalous. One woman dressed as a bag of groceries from Trader Joe’s.

Among the people most directly impacted were foreign tourists — the very folks the city spends money to attract every year. Activists walking through the Castro and interviewing people found visitors from 19 countries who had come to see the legendary celebration. Most walked away disappointed; they won’t be back next year.

THE BACKLASH


At least one business that stayed open felt a bit of official pressure. Koch Salgut, who owns Ararat on 18th Street, didn’t close early, even though he was repeatedly asked to do so.

"I kept it open because I was against" the shutdown, he told us later. "All the merchants rely on the business."

To his surprise, he got a visit that night from the San Francisco Fire Department. The inspectors told him he didn’t have permits for the candles on his tables.

"This is the second business I’ve had. I never heard there was a regulation against candles," Salgut told us. "The Fire Department gave me a little hard time. It wasn’t threatening, but it was an ugly situation."

Salgut has no doubt what was going on: "They were trying to give me a hard time because I was open, I didn’t close."

Calls to the SFFD seeking comment were not returned by press time.

John Lewis, a bartender at Moby Dick on 18th Street, wasn’t working Halloween night, but he lives in the neighborhood — and when we talked to him Nov. 1, he told us he wasn’t at all happy about what went down. The city had promised to fix the problem, he told us — not shut down the entire event. He complained that local bars were asked to close early and then reminded that they could be cited for exceeding occupancy regulations, for public displays of drunkenness, and for open containers on the street. Halloween has traditionally been the one time of year when the city doesn’t strictly enforce those rules.

Dufty has taken credit for shutting down the party and keeping the city’s plans for security under seal, but he admitted Oct. 31 to the Chron‘s gossip hounds, Matier and Ross, that next year’s event could look different. It’ll be on a Friday.

Police Commission president Theresa Sparks said she’s been told the event cost the city half what it did last year, including overtime for law enforcement, but she still hadn’t received dollar figures when we reached her Nov. 1. She had been skeptical that the crowds could be contained, considering that the city’s scheme was simply to announce that there would be no party. "But I think it was extremely well coordinated…. It went off better than expected." But she still believes planning should have begun far sooner. Police Chief Fong will give the commission a report about Halloween on Nov. 7.

So is the answer to shut down the Castro every year? No, Sparks said, but Halloween has to be made into "a citywide celebration, not just a neighborhood celebration."

Steven T. Jones and Sara Knight contributed to this story.

Editor’s Notes

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› tredmond@sfbg.com

I’ve been talking to the folks at the San Francisco Planning and Urban Research Association about housing. It’s been an interesting conversation — SPUR has been known largely as an advocate for downtown development and rarely as a beacon of progressive wisdom.

But these days there are people on staff who really care about urban issues, and they aren’t always wrong. So when Dave Snyder, SPUR’s transportation person, who was formerly the director of the SF Bicycle Coalition, phoned and asked me to come by and discuss the Guardian‘s call for a new housing policy, I was happy to pay a visit.

And after talking to SPUR’s executive director, Gabriel Metcalf, and policy director, Sarah Karlinsky, I realized that we agree on a basic frame of reference.

San Francisco is in a state of crisis that threatens the future of the city. Housing isn’t just another policy issue to debate; it’s the central factor shaping the future of the city. If we do nothing — in fact, if we go along as we have been doing, building a few thousand units of market-rate housing and some affordable units on the side — we’re heading for disaster. This will become a city where only rich people can live, where a few working-class and poor folks are tolerated but the majority sentiment favors the very wealthy. It will be a city unlike the one so many of us love. The politics will be much more financially conservative. Social liberals like Gavin Newsom will be fine, but anyone who dares talk about business paying for health care or taxes supporting social programs will be irrelevant to electoral politics. As Calvin Welch likes to say, who lives here votes here.

The SPUR board has a lot of downtown types and developers, and some of them probably think it would be a fine thing if San Francisco became a city of wealthier homeowners. I don’t think the staff are of the same view. Snyder, Metcalf, Karlinsky, and I all agree: what’s happening now is simply unacceptable.

We part, sharply, when we talk about solutions. Metcalf argues that building lots and lots of housing, of all kinds — tens of thousands of units a year, bringing San Francisco to the density of Paris — will eventually bring down costs and make the city affordable again. And failing to build enough market-rate housing will just put more pressure on the existing housing stock, driving up prices even more.

That position requires a certain faith in marketbased solutions, and I’ve always argued that the economics of San Francisco housing are too unusual for traditional thinking. Luxury condos in this city are like jails and freeways: you build them, they fill up, and the problem you set out to solve is still there. The new housing downtown isn’t keeping down prices (or demand) in the neighborhoods; it’s creating its own new demand.

When I suggested that we stop building new housing for the rich until we have, say, 40,000 new units for low-income and middle-class San Franciscans, Snyder jotted down some figures and told me the price tag for that much affordable housing would be $8 billion. Actually, if some of the housing is put into land trusts and is available for purchase by middle-income people, that number drops a bit, and if you leverage state and federal money, the amount San Francisco has to raise drops again, maybe to $2 billion or so. Still, it’s a very big number.

And it’s a very big problem. And in one sense, if we don’t solve it, nothing else really matters.

Will Ammianoliners defeat Don Fisher?

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Transit first does not mean valet parking. Vote no on H.

(From the answering machine of Sup. Tom Ammiano, on election day, Tuesday, Nov. 6, 2007.)

Scroll down for more Ammianoliners on the Gap’s Don Fisher and his onslaught against good planning, neighborhood integrity, and common sense. The question is tantalizing: will the Ammianoliner beat Don Fisher? Will the Ammianoliner get the proper credit? Stay tuned. B3

Meet Fisher’s little helpers. Impertinent question: How did the Gap’s Don Fisher enlist helpers from small business and neighborhood associations in his wrongway campaigns on A and H?

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By Bruce B. Brugmann

Well, one of Don Fisher’s little helpers is James G. Maxwell, principal architect of Architects II and president of the San Francisco Council of District Merchants Associations.
He sent out an email plea, late Monday afternoon on election eve, trying to help the Republican billiionaire and his downtown buddies round up more little helpers in the small business community to vote against their self interest and help Fisher reverse decades of good transit first planning and jam thousands of more cars into downtown San Francisco for the rich folks in their new highrise condos.

Maxwell was happy in his letter to further highlight and tee up more of Fisher’s little helpers: the Coalition of San Francisco Neighborhoods. Which means that lots of merchants in the various neighborhood merchants associations and lots of residents in the various neighborhood associations found themselves lined up by Maxwell and his allies as Fisher’s little helpers in his ruinous onslaught against good planning and common sense.

Imagine: he wants more cars to service the highrises and downtown (Prop H) at the same time he is opposing a measure to help the Muni (Prop A), which would help the rest of us throughout the entire city. And the associations representing neighborhood business and neighborhood residents get suckered into being little helpers for Don Fisher. Fisher has a lot of explaining to do about his use of child labor in India and the business and residential associations have a lot of explaining to do about their support of Fisher’s wrongway campaign for more cars in San Francisco.

Maxwell repeated that the SFCDM put the measure on the ballot. But he was doing the bidding of Fisher, who was the driving force and major donor behind H. See the attached Steve Jones story. For more on the little helpers, see the Ammianoliners.

Postscript l: Let me be specific about Fisher’s involvement in H. He has personally given about $250,000 to the No on A/Yes on H campaign, funding the signature gathering initially and splitting the cost with condo developer WebCor. Fisher has since funded the mailers and the consulting fees for Jim Ross.

Postscript 2: I am happy to report that the Potrero Merchants Association figured out the issue quickly and refused to go along with the Fisher measure. B3

Click on the articles below to learn more about the Gap’s Don Fischer in San Francisco politics.

Transit or traffic: There’s a real chance to fix Muni
By Steven T. Jones

Joining the battle: Records show how Newsom opposed downtown parking limitations.

By Steven T. Jones

Continue reading after the jump for an example of Fischer’s little helper.

Halloween in the Castro: A scary kind of “success”

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grinch1.jpg
Photo from www.sfpartyparty.com
Was Halloween in the Castro this year a scary police state and fear-based waste of public resources, or was it an “incredible success” that San Franciscans should be proud of, as Mayor Gavin Newsom’s press secretary Nathan Ballard argues? Will we be trying to learn from a year when poorly communicated, top-down planning triggered resentments by many citizens and business people who were intimidated into shutting their doors? When and how will the city start planning for next year, when Halloween falls on a Friday, and will the public be allowed to participate?
I tried to get answers to these questions from Ballard and it wasn’t easy, as the following e-mail exchange shows.

Mr. Fisher’s little helpers

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Sorry, Mr. Fisher. Those are not elves. And this is not Santa’s workshop.

(Today’s Ammianoliner: from the answering machine of Sup. Tom Ammiano on Friday, Nov. 2, 2007)

Political note from B3: Let us not forget that the Gap’s Don Fisher, of child labor in India fame, is the inspiration and main funder for one of the most wrong=headed propositions in San Francisco history. That would be Prop H, which would open the floodgates to more parking and more cars for the highrise condos in downtown San Francisco and damage years of transit first transportation planning. If Keith Olberman of MSNBC knew what Fisher was up to in San Francisco and India, he would most likely make him the Worst Person in the World. Vote no on H. B3

Vote early and often: yes on A, no on H

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OPINION The mainstream media talking heads like to claim that everything changed after Sept. 11. Like most of the slogans of the MSM, this is nonsense; events in Iraq continue to reveal just how stuck on pre– Sept. 11 assumptions the current national political class remains. In that sense, Sept. 11 has changed nothing.

What will really change everything is the expanding awareness of global warming and of the central role played by the automobile in climate change. Yet as with all truly major changes, the politics of global warming lags behind the physical realities imposed by science. That’s especially true at the local level, where large, important issues get translated into policy proposals and programs — programs that people have to vote and pay for if the changes are going to occur.

Nobel Prizes and Academy Awards may demonstrate broad acceptance of the idea of global warming, but it is the passage of local policies and the allocation of local tax dollars that will or will not get Americans out of their cars and into a vastly improved, publicly financed transit system that is the necessary first step in reversing this nation’s major contribution to the production of CO2.

The primary source of San Francisco’s main greenhouse gas is the private automobile. Proposition A on the November ballot seeks to take the first, halting steps toward reducing CO2 emissions by giving transit-first policies some additional local funding and the city the policy power to limit new parking when it interferes with transit. Prop. A is not the gold standard of policy that will eradicate, with one vote, all greenhouse gases in San Francisco. There is no such single measure — and even if there were, the politics around a dramatic reduction of that sort have yet to created. But Prop. A makes the clear connection between reducing dependence on cars and improving public transit — a necessary building block in creating an urban politics around a solution to global warming that would unite local officials, rational developers, labor, transit advocates, environmentalists, and community residents into a single constituency for change.

But this is still the United States, where a majority of us seem to believe that the Constitution grants us the right to park no more than 30 feet from wherever we want to go. Enter billionaire Don Fisher, of child-labor fame, a true believer in the guarantee of private car use. He has placed Proposition H, which sounds like a sure winner, on the ballot, giving us what he thinks we want for free: parking, parking, parking. His measure would amend some 60 pages of the Planning Code and change, in one measure, public policy from transit first to cars first. He’s betting that his money and his pro-parking values will strangle in its cradle the emerging politics of creating a majority for practical solutions to greenhouse gas production in urban America.

And he just might be right: the politics of global warming has yet to be created, while the politics of parking has long held sway in San Francisco. 2

Calvin Welch

Calvin Welch has been fighting for a better San Francisco since the 1960s.

Transit or traffic

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Click here for the Clean Slate: Our printout guide to the Nov. 6 election

› steve@sfbg.com

San Francisco is at a crossroads. The streets are congested, Muni has slowed to a crawl, greenhouse gas emissions are at all-time highs, and the towers of new housing now being built threaten to make all of these transportation-related problems worse.

The problems are complicated and defy simply sloganeering — but they aren’t unsolvable. In fact, there’s remarkable consensus in San Francisco about what needs to be done. The people with advanced degrees in transportation and city planning, the mayor and almost all of the supervisors, the labor and environmental movements, the urban planning organizations, the radical left and the mainstream Democrats — everyone without an ideological aversion to government is on the same page here.

The city planners and transportation experts, who have the full support of the grass roots on this issue, are pushing a wide range of solutions: administrative and technical changes to make Muni more efficient, innovative congestion management programs, high-tech meters that use market principles to free up needed parking spaces, creative incentives to discourage solo car trips, capital projects from new bike and rapid-transit lanes to the Central Subway and high-speed rail, and many more ideas.

In fact, the coming year promises a plethora of fresh transportation initiatives. The long-awaited Transit Effectiveness Project recommendations come out in early 2008, followed by those from the San Francisco County Transportation Authority’s Mobility, Access, and Pricing Study (an unprecedented, federally funded effort to reduce congestion here and in four other big cities), an end to the court injunction against new bicycle projects, and a November bond measure that would fund high-speed rail service between downtown San Francisco and Los Angeles.

But first, San Franciscans have to get past a few downtown developers and power brokers who have a simplistic, populist-sounding campaign that could totally undermine smart transportation planning.

On Nov. 6, San Franciscans will vote on propositions A and H, two competing transportation measures that could greatly help or hinder the quest for smart solutions to the current problems. Prop. A would give more money and authority to the San Francisco Metropolitan Transportation Agency while demanding it improve Muni and meet climate change goals.

Prop. H, which was placed on the ballot by a few powerful Republicans, most notably Gap founder Don Fisher (who has contributed $180,000 to the Yes on H campaign), would invalidate current city policies to allow essentially unrestricted construction of new parking lots.

New parking turns into more cars, more cars create congestion, congestion slows down bus service, slow buses frustrate riders, who get back into their cars — and the cycle continues. It’s transit against traffic, and the stakes couldn’t be higher.

"If we are serious about doing something about global warming, it’s time to address the elephant in the room: people are going to have to drive less and take transit more" was how the issue was framed in a recent editorial cowritten by Sup. Sean Elsbernd, arguably the board’s most conservative member, and Sup. Aaron Peskin, who wrote Prop. A.

Peskin says Prop. H, which Prop. A would invalidate, is the most damaging and regressive initiative he’s seen in his political life. But the battle for hearts and minds won’t be easy, because the downtown forces are taking a viscerally popular approach and running against city hall.

The San Francisco Examiner endorsed Prop. H on Oct. 22, framing the conflict as between the common sense of "your friends and neighbors" and "a social-engineering philosophy driven by an anti-car and anti-business Board of Supervisors." If the Examiner editorialists were being honest, they probably also should have mentioned Mayor Gavin Newsom, who joins the board majority (and every local environmental and urban-planning group) in supporting Prop. A and opposing Prop. H.

The editorial excoriates "most city politicians and planners" for believing the numerous studies that conclude that people who have their own parking spots are more likely to drive and that more parking generally creates more traffic. The Planning Department, for example, estimates Prop. H "could lead to an increase over the next 20 years of up to approximately 8,200–19,000 additional commute cars (mostly at peak hours) over the baseline existing controls."

"Many, many actual residents disagree, believing that — no matter what the social engineers at City Hall tell you — adding more parking spaces would make The City a far more livable place," the Examiner wrote.

That’s why environmentalists and smart-growth advocates say Prop. H is so insidious. It was written to appeal, in a very simplistic way, to people’s real and understandable frustration over finding a parking spot. But the solution it proffers would make all forms of transportation — driving, walking, transit, and bicycling — remarkably less efficient, as even the Examiner has recognized.

You see, the Examiner was opposed to Prop. H just a couple of months ago, a position the paper recently reversed without really explaining why, except to justify it with reactionary rhetoric such as "Let the politicians know you’re tired of being told you’re a second-class citizen if you drive a car in San Francisco."

Examiner executive editor Jim Pimentel denies the flip-flop was a favor that the Republican billionaire who owns the Examiner, Phil Anschutz, paid to the Republican billionaire who is funding Prop. H, Fisher. "We reserve the right to change on positions," Pimentel told me.

Yet it’s worth considering what the Examiner originally wrote in an Aug. 2 editorial, where it acknowledged people’s desire for more parking but took into account what the measure would do to downtown San Francisco.

The paper wrote, "Closer examination reveals this well-intentioned parking measure as a veritable minefield of unintended consequences. It could actually take away parking, harm business, reduce new housing and drive out neighborhood retail. By now, Californians should be wary of unexpected mischief unleashed from propositions that legislate by direct referendum. Like all propositions, Parking For Neighborhoods was entirely written by its backers. As such, it was never vetted by public feedback or legislative debate. If the initiative organizers had faced harder questioning, they might have recognized that merely adding parking to a fast-growing downtown is likely to make already-bad traffic congestion dramatically worse."

The San Francisco Transportation Authority’s Oct. 17 public workshop, which launched the San Francisco Mobility, Access, and Pricing Study, had nothing to do with Props. A and H — at least not directly. But the sobering situation the workshop laid out certainly supports the assessment that drawing more cars downtown "is likely to make already-bad traffic congestion dramatically worse."

City planners and consultants from PBS&J offered some statistics from their initial studies:

San Francisco has the second-most congested downtown in the country, according to traffic analysts and surveys of locals and tourists, about 90 percent of whom say the congestion is unacceptably bad compared to that of other cities.

Traffic congestion cost the San Francisco economy $2.3 billion in 2005 through slowed commerce, commuter delays, wasted fuel, and environmental impacts.

The length of car trips is roughly doubled by traffic congestion — and getting longer every year — exacerbating the fact that 47 percent of the city’s greenhouse gas emissions come from private cars. Census data also show that more San Franciscans get to work by driving alone in their cars than by any other mode.

Traffic has also steadily slowed Muni, which often shares space with cars, to an average of 8 mph, making it the slowest transit service in the country. Buses now take about twice as long as cars to make the same trip, which discourages their use.

"We want to figure out ways to get people in a more efficient mode of transportation," Zabe Bent, a senior planner with the TA, told the crowd. She added, "We want to make sure congestion is not hindering our growth."

The group is now studying the problem and plans to reveal its preliminary results next spring and recommendations by summer 2008. Among the many tools being contemplated are fees for driving downtown or into other congested parts of the city (similar to programs in London, Rome, and Stockholm, Sweden) and high-tech tools for managing parking (such as the determination of variable rates based on real-time demand, more efficient direction to available spots, and easy ways to feed the meter remotely).

"As a way to manage the scarce resource of parking, we would use pricing as a tool," said Tilly Chang, also a senior planner with the TA, noting that high prices can encourage more turnover at times when demand is high.

Yet there was a visceral backlash at the workshop to such scientifically based plans, which conservatives deride as social engineering. "I don’t understand why we need to spend so much money creating a bureaucracy," one scowling attendee around retirement age said. There were some murmurs of support in the crowd.

Rob Black, the government affairs director for the San Francisco Chamber of Commerce, which is the most significant entity to oppose Prop. A and support Prop. H, was quietly watching the proceedings. I asked what he and the chamber thought of the study and its goals.

"We have mixed feelings, and we don’t know what’s going to happen," Black, who ran unsuccessfully against Sup. Chris Daly last year, told me. "The devil is in the details."

But others don’t even want to wait for the details. Alex Belenson, an advertising consultant and Richmond District resident who primarily uses his car to get around town, chastised the planners for overcomplicating what he sees as a "simple" problem.

Vocally and in a four-page memo he handed out, Belenson blamed congestion on the lack of parking spaces, the city’s transit-first policy, and the failure to build more freeways in the city. Strangely, he supports his point with facts that include "Total commuters into, out of, and within San Francisco have only increased by 206,000 since 1960 — more than 145,000 on public transit."

Some might see those figures, derived from census data, as supporting the need for creative congestion management solutions and the expansion of transit and other alternative transportation options. But Belenson simply sees the need for 60,000 new parking spaces.

As he told the gathering, "If someone wants to build a parking lot and the market will support it, they should be able to."

The San Francisco Planning and Urban Research Association (SPUR) is generally allied with the downtown business community on most issues, but not Props. A and H, which SPUR says could be unmitigated disasters for San Francisco.

"SPUR is a pro-growth organization, and we want a healthy economy. And we think the only way to be pro-business and pro-growth in San Francisco is to be transit reliant instead of car reliant," SPUR executive director Gabriel Metcalf told me in an interview in his downtown office.

He agreed with Belenson that the free market will provide lots of new parking if it’s allowed to do so, particularly because the regulatory restrictions on parking have artificially inflated its value. "But the negative externalities are very large," Metcalf said, employing the language of market economics.

In other words, the costs of all of that new parking won’t be borne just by the developers and the drivers but by all of the people affected by climate change, air pollution, congested commerce, oil wars, slow public transit, and the myriad other hidden by-products of the car culture that we are just now starting to understand fully.

Yet Metcalf doesn’t focus on that broad critique as much as on the simple reality that SPUR knows all too well: downtown San Francisco was designed for transit, not cars, to be the primary mode of transportation.

"Downtown San Francisco is one of the great planning success stories in America," Metcalf said. "But trips to downtown San Francisco can’t use mostly single-occupant vehicles. We could never have had this level of employment or real estate values if we had relied on car-oriented modes for downtown."

Metcalf and other local urban planners tell stories of how San Francisco long ago broke with the country’s dominant post–World War II development patterns, starting with citizen revolts against freeway plans in the 1950s and picking up stream with the environmental and social justice movements of the 1960s, the arrival of BART downtown in 1973, the official declaration of a transit-first policy in the ’80s, and the votes to dismantle the Central and Embarcadero freeways.

"We really led the way for how a modern dynamic city can grow in a way that is sustainable. And that decision has served us well for 30 years," Metcalf said.

Tom Radulovich, a longtime BART board member who serves as director of the nonprofit group Livable City, said San Franciscans now must choose whether they want to plan for growth like Copenhagen, Denmark, Paris, and Portland, Ore., or go with auto-dependent models, like Houston, Atlanta, and San Jose.

"Do we want transit or traffic? That’s really the choice. We have made progress as a city over the last 30 years, particularly with regard to how downtown develops," Radulovich said. "Can downtown and the neighborhoods coexist? Yes, but we need to grow jobs in ways that don’t increase traffic."

City officials acknowledge that some new parking may be needed.

"There may be places where it’s OK to add parking in San Francisco, but we have to be smart about it. We have to make sure it’s in places where it doesn’t create a breakdown in the system. We have to make sure it’s priced correctly, and we have to make sure it doesn’t destroy Muni’s ability to operate," Metcalf said. "The problem with Prop. H is it essentially decontrols parking everywhere. It prevents a smart approach to parking."

Yet the difficulty right now is in conveying such complexities against the "bureaucracy bad" argument against Prop. A and the "parking good" argument for Prop. H.

"We are trying to make complex arguments, and our opponents are making simple arguments, which makes it hard for us to win in a sound-bite culture," Radulovich said.

"Prop. H preys on people’s experience of trying to find a parking space," Metcalf said. "The problem is cities are complex, and this measure completely misunderstands what it takes to be a successful city."

When MTA director Nathaniel Ford arrived in San Francisco from Atlanta two years ago, he said, "it was clear as soon as I walked in the door that there was an underinvestment in the public transit system."

Prop. A would help that by directing more city funds to the MTA, starting with about $26 million per year. "I don’t want to say the situation is dire, but it’s certainly not going to get better without some infusion of cash to get us over the hump," Ford told the Guardian recently from his office above the intersection of Market and Van Ness.

The proposed extra money would barely get this long-underfunded agency up to modern standards, such as the use of a computer routing system. "We actually have circuit boards with a guy in a room with a soldering iron keeping it all together," Ford said with an incredulous smile.

The other thing that struck Ford when he arrived was the cumbersomeness of the MTA’s bureaucracy, from stifling union work rules to Byzantine processes for seemingly simple actions like accepting a grant, which requires action by the Board of Supervisors.

"Coming from an independent authority, I realized there were a lot more steps and procedures to getting anything done [at the MTA]," he said. "Some of the things in Prop. A relax those steps and procedures."

If it passes, Ford would be able to set work rules to maximize the efficiency of his employees, update the outdated transit infrastructure, set fees and fines to encourage the right mix of transportation modes, and issue bonds for new capital projects when the system reaches its limits. These are all things the urban planners say have to happen. "It should be easy to provide great urban transit," Metcalf said. "We’re not Tracy. We’re not Fremont. We’re San Francisco, and we should be able to do this."

Unfortunately, there are political barriers to such a reasonable approach to improving public transit. And the biggest hurdles for those who want better transit are getting Prop. A approved and defeating Prop. H.

"It’s clear to people who have worked on environmental issues that this is a monumental election," said Leah Shahum, director of the San Francisco Bicycle Coalition and an MTA board member. "San Francisco will choose one road or the other in terms of how our transportation system affects the environment. It will really be transit or traffic."

Shahum said the combination of denying the MTA the ability to improve transit and giving out huge new parking entitlements "will start a downward spiral for our transit system that nobody benefits from."

"We are already the slowest-operating system in the country," Ford said, later adding, "More cars on the streets of San Francisco will definitely have a negative impact on Muni."

But even those who believe in putting transit first know cars will still be a big part of the transportation mix.

"All of it needs to be properly managed. There are people who need to drive cars for legitimate reasons," Ford said. "If you do need to drive, you need to know there are costs to that driving. There is congestion. There are quality impacts, climate change, and it hurts transit."

"There are parking needs out there, and the city is starting to think of it in a more responsive way. We don’t need this to create more parking," Shahum said. "If folks can hold out and beat down this initiative, I do think we’re headed in the right direction."

Yet the Yes on A–No on H campaign is worried. Early polling showed a close race on Prop. A and a solid lead for Prop. H.

Fisher and the groups that are pushing Prop. H — the Council of District Merchants, the SF Chamber of Commerce, and the San Francisco Republican Party — chose what they knew would be a low-turnout election and are hoping that drivers’ desires for more parking will beat out more complicated arguments.

"The vast majority of San Franciscans call themselves environmentalists, and they want a better transit system," Shahum said, noting that such positions should cause them to support Prop. A and reject Prop. H. "But they’re at risk of being tricked by a Republican billionaire’s initiative with an attractive name…. Even folks that are well educated and paying attention could be tricked by this."

For Metcalf and the folks at SPUR, who helped write Prop. A, this election wasn’t supposed to be an epic battle between smart growth and car culture.

"For us, in a way, Prop. A is the more important measure," Metcalf said. "We want to focus on making Muni better instead of fighting about parking. We didn’t plan it this way, but the way it worked out, San Francisco is at a fork in the road. We can reinforce our transit-oriented urbanity or we can create a mainly car-dependent city that will look more like the rest of America."

Don Fisher’s child-labor fortune

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Why does GOP bigwig and GAP founder Don Fisher have so much money to pour into the campaign to defeat sound planning in San Francisco? Gee, maybe the fact that his company’s clothes are made by child slaves might have something to do with it.

I love the Onion’s hit on this.

Fisher and his powerful friends

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Why does Republican billionaire Don Fisher have such influence in San Francisco? Why does Mayor Gavin Newsom subvert good planning simply because Fisher tells him to, then sit on the sidelines while Fisher tries to fool voters into creating gridlock in our downtown? Why would Senator Carole Migden want Fisher — who wants to subvert the public education system with vouchers and charter schools — to serve on the State Board of Education, let alone sing his praises in public while appointing him? Why does anyone still listen to the Fisher-sponsored SFSOS, which still draws elected officials to its luncheons? Is our political system so thoroughly corrupted by money that self-proclaimed liberal Democrats are willing to crawl in bed with such an ideological Neanderthal?
At the Yes on A, No on H rally in front of the Gap yesterday, near where they had parked the rented white Hummer (which H deems a “low-emission vehicle,” exempt from parking restrictions), Board of Supervisors president Aaron Peskin framed the issue for those of us who don’t want or need Fisher’s money: “San Franciscans have a clear choice. We can either pursue the Republican policies of the last century and continue to clog our roads and pollute our cities and poison our air, or we can move into the 21st Century.”

More parking = more cars = gridlock

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I attended a Transportation Authority workshop last night on its new Mobility, Access, and Pricing Study (which, among other things, might recommend a fee to drive downtown, just like London, Rome, and Stockholm have) — and I came away more convinced than ever that San Francisco is screwed if downtown greedheads fool people into approving Prop. H and defeating Prop. A.
Ours is one of five U.S. cities selected to collectively receive almost $1 billion in federal money to study and implement ways of reducing traffic congestion. Why? Because we’re the second most congested downtown in the country after Los Angeles. Preliminary studies show traffic congestion cost San Francisco $2.3 billion in 2005 (in delays, fuel, health impacts, and slowed commerce), congestion consistently ranks as people’s top concern in surveys, traffic has slowed our transit system to a crawl, congestion roughly doubles travel times, and half our city’s greenhouse gas emissions come from cars. And if Prop. H is approved, there will be unfettered new parking construction, putting up to 20,000 new cars on our clogged roads, according to the Planning Department. This is madness!
I’m baffled why the Chamber of Commerce supports this because the evidence is clear it will hurt business (perhaps they’re just blinded to reality by their slavishly doctrinaire devotion free markets and hatred of all things government). Study after study shows that more parking draws more cars, and in our built-out city, where there’s no room for creating more lanes, that means more traffic congestion. And therefore slower Muni, which will cause more people to want to drive or ride bikes, which will cause even more congestion — a feedback loop that leads to gridlock. C’mon everybody, think about this stuff for a second because it isn’t rocket science. You can support more traffic or better transit, your choice.

41st Anniversary Special: The privatization of San Francisco

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› tredmond@sfbg.com

William M. Tweed was one of the greatest crooks in American political history, a notorious Tammany Hall boss in New York who managed in the course of just a few years, starting in 1870, to steal more than $75 million (the equivalent of more than $1 billion today) from the city coffers. The way he did it was simple. As Elliott Sclar, a Columbia economist and expert on privatization, notes, Tweed took advantage of the fact that much of the work of city government was contracted out to private companies. Boss Tweed controlled the contracts; the contractors overcharged the city by vast sums and kicked back the money to Tammany Hall.

This is a rather extreme example, but not, Sclar argues, an atypical one: the worst corruption scandals in American history usually involve private contractors and public money. In fact, he argues, privatization is almost by its nature a recipe for scandal and corruption.

Nothing in the public sector — no incompetence, no waste, no bureaucratic bungling — begins to compare with what happens when private operators get their hands on public money. And the cost of monitoring contracts, making sure contractors don’t cheat or steal, and forcing them to act in ways that reflect the public interest is so high that it dwarfs any savings that privatization seems to offer.

That’s the message of the Guardian‘s 41st anniversary issue.

It’s relatively easy to investigate government malfeasance. The records are public, the players are visible, and the laws are on the side of the citizens.

But when Bruce B. Brugmann started the Guardian in 1966 with his wife, Jean Dibble, he realized that the real scandals often took place outside City Hall. They involved the real powerful interests, the giant corporations and big businesses that were coming to dominate the city’s skyline and its political life. The details were secretive, the money hidden.

One of the first big stories the paper broke, in 1969, involved perhaps the greatest privatization scandal in urban history, the tale of how Pacific Gas and Electric Co. had stolen San Francisco’s municipal power, to the tune of hundreds of millions of dollars. The famous Abe Ruef municipal graft scandals of the early 20th century, the Guardian wrote, were "peanuts, birdseed compared to this."

When I first came to work here, in 1982, Brugmann used to tell me that daily papers, which loved to try to expose some poor soul who was collecting two welfare checks or a homeless person who was running a panhandling scam, were missing the point. "If you look hard enough, you can always find a small-time welfare cheat," he’d tell me. "We want to know about corporate welfare, about the big guys who are stealing the millions."

And there were plenty.

In his new book Supercapitalism: The Transformation of Business, Democracy, and Everyday Life (Knopf), Robert Reich, the economist and former secretary of labor, argues that during the cold war, when American politicians railed against the socialist model of economic planning, this country actually had a carefully planned economy. The planning wasn’t done by elected officials; it was done by a handful of oligarchic corporations and military contractors.

Modern San Francisco was born in that same cauldron. During World War II, captains of industry and military planners took control of the city’s economy, directing resources into the shipyards, collecting labor from around the country to build and repair Navy vessels, and making sure the region was doing its part to defeat the Axis powers. It worked — and when the war ended the generals went away, but the business leaders stayed and quietly, behind closed doors, created a master plan for San Francisco. Downtown would become a new Manhattan, with high-rise office buildings and white-collar jobs. The East Bay and the Peninsula would be suburbs, with a rail line (BART) carrying the workers to their desks. Private developers, working under the redevelopment aegis, demolished low-income neighborhoods to build a new convention center and hotels.

Nobody ever held a public hearing on the master plan. And it wasn’t until the late 1960s that San Franciscans figured out what was going on.

By 1971 the fight against Manhattanization began to dominate the Guardian‘s political coverage. It would play center stage in San Francisco politics for two more decades. The paper ran stories about high-rises and freeways and environmental impact reports, but the real issue was the privatization of the city’s planning process.

Ronald Reagan soared into the White House in 1980, rolling over a collapsing Jimmy Carter and a demoralized, moribund Democratic Party. Reagan and his backers had an agenda: to dismantle American government as we knew it, to roll back the New Deal and the Great Society, to get the public sector out of the business of helping people and give the benefits to private business. "Government," Reagan announced, "isn’t the solution. Government is the problem."

The Guardian was firmly planted on the other side. We supported public power, public parks, public services, public accountability. We had no blinders about the flaws of government agencies — I spent much of my time in the early years writing about the mess that was Muni — but in the end we realized that at least the public sector carried the hope of reform. And we saw San Francisco as a beacon for the nation, a place where urban America could resist the Reagan doctrine.

Unfortunately, the mayor of San Francisco in the Reagan years might as well have been a Republican. Dianne Feinstein’s faith in the private sector rivaled that of the new president. She turned the city’s future over to the big real estate developers. She vetoed rent control and gave the landlords everything they wanted. And when the budget was tight, she ignored our demands that downtown pay its fair share and instead raised bus fares and cut library hours.

When gay men started dying of a strange new disease, there was no public money or service program to help them, from Washington DC or San Francisco. So the community was forced to build a private infrastructure to take care of people with AIDS — and years later, as Amanda Witherell notes in this issue, those private foundations became secretive and unaccountable.

In 1994 we got a tip that something funny was going on at the Presidio. The Sixth Army was leaving and turning perhaps the most valuable piece of urban real estate on Earth over to the National Park Service … in theory. In practice, we learned, some of the biggest corporations in town had come together with a different plan — to create a privatized park — and Rep. Nancy Pelosi was carrying their water. Every detail of the Presidio privatization made the front page of the Guardian — and still, the entire Democratic Party power structure (and much of the environmental movement) lined up behind Pelosi. Now we have a corporate park on public land, with that great pauper George Lucas winning a $60 million tax break to build a commercial office building in a national park.

And still, it continues.

Mayor Gavin Newsom, a rising star in the Democratic Party, who told us he’s no fan of privatization, demonstrated the opposite in one of his signature political campaigns this year: he tried (and is still trying) to turn over the city’s broadband infrastructure — something that will be as important in this century as highways and bridges were in the last — to a private company. That’s what the whole wi-fi deal (now on the ballot as Proposition J) is about; the city could easily and affordably create its own system to deliver cheap Internet access to every resident and business. Instead, Newsom wants the private sector to do the job.

The Department of Public Health is running public money through a private foundation in a truly shady deal. The mayor’s Connect programs operate as public-private partnerships. Newsom wants to privatize the city’s golf courses, and maybe Camp Mather. He’s prepared to give one of the worst corporations in the country — Clear Channel Communications — the right to build and sell ads on bus shelters (and nobody has ever explained to us why the city can’t do that job and keep all the revenue). Housing policy? That depends entirely on what the private sector wants — and when we challenged Newsom on that in a recent interview, he snidely proclaimed that the city simply has to follow the lead of the developers because "we don’t live in a socialist society."

This is not how the city of San Francisco ought to be behaving. Because when you give public land, public services, public institutions, and public planning initiatives to the private sector, you get high prices, backroom deals, secrecy, corruption — and a community that’s given up on the notion of government as part of the solution, not just part of the problem.

You start acting like the people who have been running Washington DC since 1980 — instead of promoting a city policy and culture that ought to be a loud, visible, proud, and shining example of a different kind of America.

Examiner sells out San Francisco

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The San Francisco Examiner called Prop. H “a veritable minefield of unintended consequences. It could actually take away parking, harm business, reduce new housing and drive out neighborhood retail. By now, Californians should be wary of unexpected mischief unleashed from propositions that legislate by direct referendum.”
We should also be wary of self-serving Republican billionaires like Don Fisher, who is sponsoring Prop. H, and Phil Anschutz, who owns the Examiner and has used its editorial page to attack progressives values like smart planning and reasonable regulation of greedy capitalists who would harm the public interest.
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Why would I say such things about the Examiner, whose editorial also noted that “If the initiative organizers had faced harder questioning, they might have recognized that merely adding parking to a fast-growing downtown is likely to make already-bad congestion dramatically worse.”? Well, because it wrote this honest assessment of the measure back on Aug. 2, and even though Prop. H hasn’t changed since then, the Examiner yesterday used its front page endorsements to urge a “yes” vote on Prop. H. There was no explanation or arguments, just a simple position change on the most heinous and far-reaching ballot measure in years.

Fast, cheap, and out of control

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tredmond@sfbg.com

Click here for the Guardian‘s interview with Robert Reich.

The fall of the Berlin Wall in 1989 led a lot of pundits to talk about “the end of History.” The big battle of our lives, the defining philosophical and political conflict of the century, was over. Communism lost. Capitalism won.

But in the United States, the real war was just getting under way, a conflict between two visions of society: in one, the public sector, operating under a democratic system, dominated economic and political life; in the other, the central players in the game of life were private corporations. This war, which drags on today, poses a profound question: does the capitalist economy work for us — or are we slaves to its whims? The answer continues to transform almost every aspect of American life.

Clinton-era labor secretary Robert Reich, now a professor at UC Berkeley’s Goldman School of Public Policy, takes on a big piece of this epic struggle in his new book, Supercapitalism: The Transformation of Business, Democracy and Everyday Life. The cogent, well-documented, and critically important argument he makes is that the American people have prospered as consumers and investors at the expense of their role as citizens.

And in the end, we’ve been hurting ourselves.
This is the essential paradox of modern global capitalism: you can buy high-end electronics cheap, get amazing bargains at Wal-Mart, enjoy the growth of your 401(k) plan — and in the process, become poorer. Because the race to the bottom of the price chain and the top of the market has costs, and in the end, we’re all paying them. The only solution, Reich says, is a more aggressive government: more regulation, higher taxes, and, quite possibly, some consumer and investor sacrifices.

Reich goes back to what he calls the “Not Quite Golden Age,” the roughly 25 years after the end of World War II that were marked by continuous economic growth, relative prosperity, and remarkable (compared with today) economic equality. The top tax rate, for the very rich, was 91 percent (compared with 35 percent today). American industry was controlled by an oligopoly, in which a handful of businesses held the reins — and because they faced little competition, they were able to share their profits with labor. Back then, companies didn’t distribute their wealth to investors; it went to the employees.

For all the denunciation of socialism and idolization of the free market that goes on in American politics today, Reich points out that cold war America was defined by centralized economic planning. It just wasn’t the government doing that job; it was private industry.

He doesn’t contend that the model in operation back then was perfect — and anyone who has followed the postwar transformation of San Francisco, driven by secret private-sector planning, knows the painful impacts of such policies. But public resources were adequate to pay for massive infrastructure advances (the interstate highway system), gigantic educational benefits (the GI bill), and phenomenal tax breaks for home ownership. Labor unions, dealing with domestic companies that didn’t face competitors with cheaper offshore labor, were able to negotiate a division of the wealth that helped create the modern American middle class.

The gap between rich and poor was much, much smaller during that period than it is today; as Reich notes, “the potent incentive of great wealth was often absent,” so the economy was far more equitable and stable. High taxes on the rich didn’t slow a period of remarkable economic growth. And in 1964, 75 percent of the American public thought the government could be trusted to do the right thing most of the time — a statistic that seems inconceivable today.

That was, of course, before Vietnam, before Watergate, before the (first) energy crisis, stagflation, the California tax revolt, and cultural disillusion with the public sector, factors Reich doesn’t discuss in great detail.

But he does point to the changes that came in the 1980s and later: Deregulation, which transformed the banking industry, turning savers into investors. Globalization, which created a cutthroat type of capitalism promoting low prices and high returns at any cost. And government policies — such as the creation of private retirement plans and the promotion of the stock market as the central tool of investment — that encouraged Americans to focus on their own bottom line and ignore the larger issues facing society.

The result today, Reich says, is a supercapitalist world, in which you can fill your house with amazing piles of cheap stuff — but in the end those bargains wind up hurting you. “Consumers get great deals because workers get shafted,” he notes. “Ironically, they’re often the same people.”

Unlike a lot of people on the left, Reich doesn’t go around bashing big corporations and blaming them for society’s ills. In today’s ultracompetitive world, he says, corporations are simply doing what they have to do to survive: cutting costs, fighting for the bottom line, striving for the best possible returns for investors. There is no such thing as corporate social responsibility, he argues; under supercapitalism, it’s all about making money.
Instead of complaining about corporate greed, he says, we need to think as citizens and demand new rules, new laws and regulations, that force companies to do what we want them to do. We have to take back control of the American economy — and to do that, we have to reclaim democracy.

Reich places a large part of the blame on the role money has assumed in politics. He suggests that corporations, which are in reality just paper constructs, should be stripped of any rights to legal standing, any rights to participate in the public process — any rights to act as anything but pieces of paper. Campaign contributions should all be put into blind trusts: anyone could give money to a candidate, but that candidate would never be allowed to know who gave what.

Those reforms would be tough, and they might not happen anytime soon. But the value of this book isn’t in promoting any specific policy prescription. It’s about waking up and educating several generations of Americans who can’t seem to understand that you can’t have it all for free: that a decent society with universal health care, good public education, safe cities, and a commitment to protecting the environment requires some sacrifice; that the very rich (and even the run-of-the-mill well-off) among us have to pay taxes and accept responsibility for a decent nation and a decent world. That means creating a public sector we can trust — and not dismissing out of hand the notion that government has a positive role to play.

It’s the most important message anyone can impart today to the deluded, selfish population that makes up so much of modern America.

READING
Oct. 16, 7:30 p.m., free
Moe’s Books
2476 Telegraph, Berk.
(510) 849-2087, www.moesbooks.com

SUPERCAPITALISM: THE TRANSFORMATION OF BUSINESS, DEMOCRACY AND EVERYDAY LIFE
By Robert Reich
Knopf
272 pages
$25

Pro-car crowd draws first blood; breaks deal with Peskin

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Photo of Don Fisher by Luke Thomas, www.fogcityjournal.com, used with permission
Gap founder Don Fisher and other proponents of Prop. H, which seeks to invalidate city parking and land use policies developed over the last few decades, have sent out a misleading mailer attacking Prop. A, the Muni reform measure that would negate approval of Prop. H, among other things. The attack, which arrived in mailboxes on the same day many voters also received their absentee ballots, breaks a deal they had cut with Board of Supervisors president Aaron Peskin to not campaign on the issue in exchange for Peskin’s promise to support a less-heinous parking measure on the February ballot. “I always negotiate in good faith, and if that is true, this is very disturbing,” Peskin told the Guardian when informed of the mailer. “If A loses and H wins, it’s the worst day of my political life. That would set planning in this city back 30 years.”

Monopoly news the monopolies won’t print

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The San Francisco Press Club has the newsiest blog in the Bay Area

By Bruce B. Brugmann

I have always had a fondness for the San Francisco Peninsula Press Club.
I was an early member back in the middle 1960s in the good old days when there was real daily newspaper competition on the Peninsula.

I was a young reporter on the old Redwood City Tribune, fresh from a tour of reporting duty on the Milwaukee Journal and getting the local experience I needed to found the Bay Guardian in San Francisco.
I spent three years on the Trib, from 1964 to 1966, as a liberal conservation-oriented reporter under the aegis of Publisher Ray Spangler and Managing Editor Dave Schutz. Let us say that my views and reporting habits differed from theirs, but I nonetheless had a field day covering the scandals of the era.

I picked up on how PG&E operated as it worked with Stanford University and the Atomic Energy Commission to impose high powered transmission lines through Woodside and the gunsights of Attorney Pete McCloskey.
I spent late Monday and Tuesday nights covering the council and planning commission meetings in Belmont and San Carlos and later in Redwood City. (If I left early, the council s would often roll some bad stuff through. But I would check the next day and do a juicy follow story on the late night chicanery.) There were wonderful save the bay stories: the dirthaulers would scoop up the dirt in the green hills of the Peninsula, haul it in double gondola dirt-hauling trucks down Ralston Avenue in Belmont, and dump it into the bay for fill for Foster City and Redwood
Shores. And, through it all, Mayor Wallace Benson of Belmont would hold pre-council meetings at the old Villa Chartier restaurant in nearby San Mateo and polish the policies to keep the dirt flowing from the hills to the bay.

When I called him on his indiscretions, Benson would wave his cigar and say, “Bruce, if you don’t think I deserve some champagne and Maine lobster for running the city of Belmont, then you just go and vote me out office.”

I was having a field day. Spangler and Schutz were quite nervous about my aggressive reporting, but each told me in his own way that I could do the stories as long as my facts were straight. I also had an excellent city editor, Michael Kernan, who protected me. Years later, after I sent Spangler a copy of a Guardian expose, he wrote me a letter in longhand, “Bruce, you were a pain in the ass. But you were always worth it.” That was probably the nicest compliment I ever got from a publisher.

Well, the reporters and editors from the Peninsula papers would meet now and then in a hotel bar off the Bayshore Freeway for drinks. It was a convivial affair, even though we competed and there was real daily competition and the San Mateo Times of J. Hart Clinton was in head to head competition with the Redwood City Tribune and Burlingame Advance-Star (which with the Palo Alto Times were under the umbrella of an organization known as PNI , Peninsula Newspapers Inc.) This group became a press club and ultimately the proud San Francisco Peninsula Press Club, despite the sad sad deaths of three PNI papers and the gutting of the San Mateo Times/Singleton and deathly journalism until the Palo Alto Weekly of Bill Johnson. The club is, I am happy to report, still going strong under the stewardship of Darryl Compton and a batch of fugitives and expats from Singleton and Knight-Ridder journalism. They produce a vigorous annual newspaper contest, some zesty parties, the most newsy blog in the Bay Area, and the feel that there is still some real watchdog journalism on the Peninsula.

Let me make the point with some headlines from the club’s Tuesday Oct. 2 blog edition:

Media News profits up; Singleton gets $l.8 million

Rosenthal: Journalists are being eliminated

Ridder disappointed by today’s Merc (B3: what did he expect?)

Ex-Merc editor finds herself in a firestorm

Station group urges rejection of Hearst bid

Citing finances, KQED cancels ‘Pacific Time”

Clint Reilly gets free space from Media News (B3: hot news: remember the Singleton exec saying Reilly was a liar and that he would have to pay for his columns according to the terms of his antitrust suit settlement. The blog even runs a Reilly column with the telling admission. Does this count as a Singleton lie?)

Merc accounting error means cuts

Guild files new charge against MediaNews (B3: when will our daily newspapers ever hire a fulltime labor reporter to report on all the major labor issues of the day?)

In short, the Peninsula Press Club blog shows what a good media column can be. Now it needs to check and see how many reporters are regularly covering the council and planning commission meetings till 2 a.m. from Brisbane down to Palo Alto. That would be a good story. B3

Click here for Peninsula press club blog.

Endorsements: Local ballot measures

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Proposition A (transit reform)

YES


This omnibus measure would finally put San Francisco in a position to create the world-class transportation system that the city needs to handle a growing population and to address environmental problems ranging from climate change to air pollution. And in the short term it would help end the Muni meltdown by giving the system a much-needed infusion of cash, about $26 million per year, and more authority to manage its myriad problems.

The measure isn’t perfect. It would give a tremendous amount of power to the unelected Metropolitan Transportation Authority, a semiautonomous agency created in 1999 to reform Muni. But we also understand the arguments of Sup. Aaron Peskin — who wrote the measure in collaboration with labor and other groups — that the MTA is free to make tough decisions that someone facing reelection might avoid. And the measure still would give the Board of Supervisors authority to block the MTA’s budget, fare increases, and route changes with seven votes.

We’re also a little worried about provisions that could place the Taxicab Commission under the MTA’s purview and allow the agency to tinker with the medallion system and undermine Proposition K, the 1978 law that gives operating permits to working drivers, not corporations. Peskin promised us, on tape, that he will ensure, with legislation if necessary, that no such thing happens, and we’ll hold him to it.

Ultimately, the benefits of this measure outweigh our concerns. The fact that the labor movement has signed off on expanded management powers for the MTA shows how important this compromise is. The MTA would have the power to fully implement the impending recommendations in the city’s Transit Improvement Project study and would be held accountable for improvements to Muni’s on-time performance. New bonding authority under the measure would also give the MTA the ability to quickly pursue capital projects that would allow more people to comfortably use public transit.

The measure would also create an integrated transportation system combining everything from parking to cabs to bike lanes under one agency, which would then be mandated to find ways to roll back greenhouse gas emissions from transportation sources to 80 percent of 1990 levels by 2012. And to do that, the agency would get to keep all of the revenue generated by its new programs. As a side benefit — and another important reason to vote for Prop. A — approval of this measure would nullify the disastrous Proposition H on the same ballot.

San Francisco faces lots of tough choices if we’re going to minimize climate change and maximize the free flow of people through our landlocked city. Measure A is an important start. Vote yes.

Proposition B (commission holdovers)

YES


Proposition B is a simple good-government measure that ends a practice then-mayor Willie Brown developed into a science — allowing commissioners to continue serving after their terms expire, turning them into at-will appointments and assuring their loyalty.

Members of some of the most powerful commissions in town serve set four-year terms. The idea is to give the members, many appointed by the mayor, some degree of independence: they can’t be fired summarily for voting against the interests (or demands) of the chief executive.

But once their terms expire, the mayor can simply choose not to reappoint or replace them, leaving them in limbo for months, even years — and while they still sit on the commissions and vote, these holdover commissioners can be fired at any time. So their jobs depend, day by day, on the whims of the mayor.

Prop. B, sponsored by the progressives on the Board of Supervisors, simply would limit to 60 days the amount of time a commissioner can serve as a holdover. After that period, the person’s term would end, and he or she would have to step down. That would force the mayor to either reappoint or replace commissioners in a timely manner — and help give these powerful posts at least a chance at independence. Vote yes.

Proposition C (public hearings on proposed measures)

NO


Proposition C sure sounds good: it would mandate that the supervisors hold a hearing 45 days in advance before putting any measure on the ballot. The mayor would have to submit proposed ballot measures for hearings too. That would end the practice of last-minute legislation; since four supervisors can place any ordinance on the ballot (and the mayor can do the same), proposals that have never been vetted by the public and never subjected to any prior discussion often wind up before the voters. Sometimes that means the measures are poorly written and have unintended consequences.

But this really isn’t a good-government measure; it’s a move by the Chamber of Commerce and downtown to reduce the power of the district-elected supervisors.

The 1932 City Charter gave the supervisors the power to place items before the voters as a check on corruption. In San Francisco it’s been used as a check on downtown power. In 1986, for example, activists gathered enough voter signatures to place Proposition M, a landmark measure controlling downtown development, on the ballot. But then–city attorney Louise Renne, acting on behalf of downtown developers, used a ridiculous technicality to invalidate it. At the last minute, the activists were able to get four supervisors to sign on — and Prop. M, one of the most important pieces of progressive planning legislation in the history of San Francisco, ultimately won voter approval. Under Prop. C, that couldn’t have happened.

In theory, most of the time, anything that goes on the ballot should be subject to public hearings. Sometimes, as in the case of Prop. M, that’s not possible.

We recognize the frustration some groups (particularly small businesses) feel when legislation gets passed without any meaningful input from the people directly affected. But it doesn’t require a strict ballot measure like Prop. C to solve the problem. The supervisors should adopt rules mandating public hearings on propositions, but with a more flexible deadline and exemptions for emergencies. Meanwhile, vote no on Prop. C.

Proposition D (library preservation fund)

YES


In the 1980s and early 1990s, San Francisco mayors loved to cut the budget of the public library. Every time money was short — and money was chronically short — the library took a hit. It was an easy target. If you cut other departments (say, police or fire or Muni or public health), people would howl and say lives were in danger. Reducing the hours at a few neighborhood branch libraries didn’t seem nearly as dire.

So activists who argued that libraries were an essential public service put a measure on the ballot in 1994 that guaranteed at least a modest level of library funding. The improvements have been dramatic: branch library hours have increased more than 50 percent, library use is way up, there are more librarians around in the afternoons to help kids with their homework…. In that sense, the Library Preservation Fund has been a great success. The program is scheduled to sunset next year; Proposition D would extend it another 15 years.

If the current management of the public library system were a bit more trustworthy, this would be a no-brainer. Unfortunately, the library commission and staff have been resisting accountability; ironically, the library — a font of public information — makes it difficult to get basic records about library operations. The library is terrible about sunshine; in fact, activists have had to sue this year to get the library to respond to a simple public-records request (for nonconfidential information on repetitive stress injuries among library staff). And we’re not thrilled that a significant part of the library’s operating budget is raised (and controlled) by a private group, Friends of the San Francisco Public Library, which decides, with no oversight by an elected official, how as much as 10 percent of library money is spent.

But libraries are too valuable and too easy a budget target to allow the Library Preservation Fund to expire. And the way to fend off creeping privatization is hardly by starving a public institution for funds. So we’ll support Prop. D.

Proposition E (mayoral attendance at Board of Supervisors meetings)

YES, YES, YES


If it feels as though you’ve already voted on this, you have: last November, by a strong majority, San Franciscans approved a policy statement calling on the mayor to attend at least one Board of Supervisors meeting each month to answer questions and discuss policy. It’s a great idea, modeled on the very successful Question Time in the United Kingdom, under which the British prime minister appears before Parliament regularly and submits to questions from all political parties. Proposition E would force the mayor to comply. Newsom, despite his constant statements about respecting the will of the voters, has never once complied with the existing policy statement. Instead, he’s set up a series of phony neighborhood meetings at which he controls the agenda and personally selects which questions he’s going to answer.

We recognize that some supervisors would use the occasion of the mayor’s appearance to grandstand — but the mayor does that almost every day. Appearing before the board once a month isn’t an undue burden; in fact, it would probably help Newsom in the long run. If he’s going to seek higher office, he’s going to have to get used to tough questioning and learn to deal with critics in a forum he doesn’t control.

Beyond all the politics, this idea is good for the city. The mayor claims he already meets regularly with members of the board, but those meetings are private, behind closed doors. Hearing the mayor and the board argue about policy in public would be informative and educational and help frame serious policy debates. Besides, as Sup. Chris Daly says, with Newsom a lock for reelection, this is the only thing on the ballot that would help hold him accountable. Vote yes on Prop. E.

Proposition F (police pensions)

YES


We really didn’t want to endorse this measure. We’re sick and tired of the San Francisco Police Officers Association — which opposed violence-prevention funding, opposed foot patrols, opposes every new revenue measure, and bitterly, often viciously, opposes police accountability — coming around, tin cup in hand, every single election and asking progressives to vote to give the cops more money. San Francisco police officers deserve decent pay — it’s a tough, dangerous job — but the starting salary for a rookie cop in this town exceeds $60,000, the benefits are extraordinarily generous, and the San Francisco Police Department is well on its way to setting a record as the highest-paid police force in the country.

Now it wants more.

But in fact, Proposition F is pretty minor — it would affect only about 60 officers who were airport cops before the airport police were merged into the SFPD in 1997. Those cops have a different retirement system, which isn’t quite as good as what they would get with full SFPD benefits. We’re talking about $30,000 a year; in the end, it’s a simple labor issue, and we hate to blame a small group of officers in one division for the serious sins of their union and its leadership. So we’ll endorse Prop. F. But we have a message for the SFPOA’s president: if you want to beat up the progressives, reject new tax plans, promote secrecy, and fight accountability, don’t come down here again asking for big, expensive benefit improvements.

Proposition G (Golden Gate Park stables)

YES


This is an odd one: Proposition G, sponsored by Sup. Jake McGoldrick, would create a special fund for the renovation of the historic (and dilapidated) horse stables in Golden Gate Park. The city would match every $3 in private donations with $1 in public money, up to a total of $750,000. The city would leverage that money with $1.2 million in state funds available for the project and fix up the stables.

Supporters, including most of the progressive supervisors, say that the stables are a historic gem and that horseback riding in the park would provide "after-school, summer and weekend activities for families and youth." That might be a bit of a stretch — keeping horses is expensive, and riding almost certainly won’t be a free activity for anyone. But the stables have been the target of privatization efforts in the past and, under Newsom, almost certainly would be again in the future; this is exactly the sort of operation that the mayor would like to turn over to a private contractor. So for a modest $750,000, Prop. G would keep the stables in public hands. Sounds like a good deal to us. Vote yes.

Proposition H (reguutf8g parking spaces)

NO, NO, NO


It’s hard to overstate just how bad this measure is or to condemn strongly enough the sleazy and deceptive tactics that led Don Fisher, Webcor, and other downtown power brokers to buy the signatures that placed what they call "Parking for the Neighborhoods" on the ballot. That’s why Proposition H has been almost universally condemned, even by downtown’s allies in City Hall, and why Proposition A includes a provision that would negate Proposition H if both are approved.

Basically, this measure would wipe out three decades’ worth of environmentally sound planning policies in favor of giving every developer and homeowner the absolute right to build a parking space for every housing unit (or two spaces for every three units in the downtown core). While that basic idea might have some appeal to drivers with parking frustrations, even they should consider the disastrous implications of this greedy and shortsighted power grab.

The city has very little leverage to force developers to offer community benefits like open space or more affordable housing, or to design buildings that are attractive and environmentally friendly. But parking spots make housing more valuable (and expensive), so developers will help the city meet its needs in order to get them. That would end with this measure, just as the absolute right to parking would eliminate things like Muni stops and street trees while creating more driveways, which are dangerous to bicyclists and pedestrians. It would flip the equation to place developers’ desires over the public interest.

Worst of all, it would reverse the city’s transit-first policies in a way that ultimately would hurt drivers and property owners, the very people it is appealing to. If we don’t limit the number of parking spots that can be built with the 10,000 housing units slated for the downtown core, it will result in traffic gridlock that will lower property values and kill any chance of creating a world-class transit system.

But by then, the developers will be off counting our money, leaving us to clean up their mess. Don’t be fooled. Vote no.

Proposition I (Office of Small Business)

YES


Proposition I got on the ballot after small-business leaders tried unsuccessfully to get the supervisors to fund a modest program to create staff for the Small Business Commission and create a one-stop shop for small-business assistance and permitting. We don’t typically support this sort of after-the-fact ballot-box budgeting request, but we’re making an exception here.

San Francisco demands a lot from small businesses. It’s an expensive place to set up shop, and city taxes discriminate against them. We supported the new rules mandating that even small operations give paid days off and in many cases pay for health insurance, but we recognize that they put a burden on small businesses. And in the end, the little operators don’t get a whole lot back from City Hall.

This is a pretty minor request: it would allocate $750,000 to set up an Office of Small Business under the Small Business Commission. The funding would be for the first year only; after that the advocates would have to convince the supervisors that it was worth continuing. Small businesses are the economic and job-generation engines of San Francisco, and this one-time request for money that amounts to less than 1/10th of 1 percent of the city budget is worthy of support. Vote yes on Prop. I.

Proposition J (wireless Internet network)

NO


It’s going to be hard to convince people to vote against this measure; as one blogger put it, the mayor of San Francisco is offering free ice cream. Anyone want to decline?

Well, yes — decline is exactly what the voters should do. Because Proposition J’s promise of free and universal wireless Internet service is simply a fraud. And the way it’s worded would ensure that our local Internet infrastructure is handed over to a private company — a terrible idea.

For starters, San Francisco has already been down this road. Newsom worked out a deal a year ago with EarthLink and Google to provide free wi-fi. But the contract had all sorts of problems: the free access would have been too slow for a lot of uses, faster access wouldn’t have been free, there weren’t good privacy protections, and the network wouldn’t have been anything close to universal. Wi-fi signals don’t penetrate walls very well, and the signals in this plan wouldn’t have reached much above the second floor of a building — so anyone who lived in an interior space above the second floor (and that’s a lot of people) wouldn’t have gotten access at all.

So the supervisors asked a few questions and slowed things down — and it’s good they did, because EarthLink suddenly had a change in its business strategy and pulled out of citywide wi-fi altogether. That’s one of the problems with using a private partner for this sort of project: the city is subject to the marketing whims of tech companies that are constantly changing their strategies as the economic and technical issues of wi-fi evolve.

San Francisco needs a municipal Internet system; it ought to be part of the city’s public infrastructure, just like the streets, the buses, and the water and sewer lines. It shouldn’t rely just on a fickle technology like wi-fi either; it should be based on fiber-optic cables. Creating that network wouldn’t be all that expensive; EarthLink was going to do it for $10 million.

Prop. J is just a policy statement and would have no immediate impact. Still, it’s annoying and wrongheaded for the mayor to try to get San Franciscans to give a vote of confidence to a project that has already crashed and burned, and Sup. Aaron Peskin, the cosponsor, should never have put his name on it. Vote no.

Proposition K (ads on street furniture)

YES


San Francisco is awash in commercialism. With all of the billboards and ads, the city is starting to feel like a giant NASCAR racer. And a lot of them come from Clear Channel Communications, the giant, monopolistic broadcast outfit that controls radio stations, billboards, and now the contract to build new bus shelters in the city with even more ads on them.

Proposition K is a policy statement, sponsored by Sup. Jake McGoldrick, that seeks to bar any further expansion of street-furniture advertising in the city. That would mean no more deals with the likes of Clear Channel to allow more lighted kiosks with ads on them — and no more new bus shelter ads. That’s got Clear Channel agitated — the company just won the 15-year bid to rebuild the city’s existing 1,200 Muni shelters, and now it wants to add 380 more. Clear Channel argues that the city would get badly needed revenue for Muni from the expanded shelters; actually, the contract already guarantees Muni a large chunk of additional funding. And nothing in Prop. K would block Clear Channel from upgrading the existing shelters and plastering ads all over them.

On a basic philosophical level, we don’t support the idea of funding Muni by selling ads on the street, any more than we would support the idea of funding the Recreation and Park Department by selling the naming rights to the Hall of Flowers or the Japanese Tea Garden or the golf courses. On a practical level, the Clear Channel deal is dubious anyway: the company, which runs 10 mostly lousy radio stations in town and gives almost nothing of value to the community, refuses to provide the public with any information on its projected profits and losses, so there’s no way to tell if the income the city would get from the expanded shelters would be a fair share of the overall revenue.

Vote yes on K.

Why North Beach works

0

It’s time to piss some more people off, esp. the folks who think that highrise housing=urban density=good.

The Chronicle just announced that the American Planning Association has designated North Beach in SF as one of the best neighborhoods in American Why?

The 41,000-member organization took note of the atmospheric collage of low buildings around such historic gathering places as Grant Avenue and Washington Square. They also acknowledged the tenacious way that residents have fought to keep out chain stores and development projects that might water down “its eclectic mix of mom-and-pop shops, nightclubs and polyglot character (that) make it one of the city’s most unique and authentic communities,” according to the announcement.

What’s the message here? North Beach is dense — one of the densest parts of San Francisco. But it’s a real neighborhood, with local stores, locally owned businesses and local character.

And there are strict rules against chain stores.

Now check out the new highrises south of Market. The stores are all chains. There’s no neighborhood feel. It’s like someone dropped in a bunch of luxury hotels in a faux San Francisco setting.

If the city wants to build density, fine: But build real neighborhoods, with a mix of people, with local businesses, parks, street lfe. The highrises we’re building don’t do that.

Okay, commenters: let the attacks begin.

Lennar’s troubles continue

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A busload of 49er fans based in Bayview Hunters Point traveled to the 49ers headquarters in Santa Clara today to ask the team owners not to build a new stadium with developer Lennar. The group also requested a meeting with the York family regarding health problems they say are a result of Lennar’s activities.

In November 2006, the York family announced that the team was planning to leave San Francisco and relocate to Santa Clara. The announcement set off an intense competition to win the 49ers’ affections. As part of that battle, Mayor Gavin Newsom offered to build a new stadium at Hunters Point Shipyard—a move mayoral candidate Dr. Ahimsa Porter Sumchai decried as “a dirty transfer of the shipyard.”

Jaron Browne of People Organized to Win Employment Rights, which participated in today’s bus ride, told the Guardian that the Yorks “weren’t able to come out and give a statement”.

“But we delivered an informational packet, including medical records and the personal accounts of people living in the surrounding neighborhood. Our message was, ‘Lennar is not a builder in good faith’,” Browne said.

The bus ride came the day after the San Francisco Board of Education voted unanimously, on the basis of their belief that the City’s precautionary principle requires them to take “anticipatory action” to prevent harm, to call on the Mayor, the Board of Supervisors, the Redevelopment Agency the Department of Public Health and other relevant City agencies to “require an immediate halt of Lennar’s development of Parcel A of the Hunters Point Shipyard until an immediate and independent health and safety assessment can be conducted in cooperation with the SFUSD Superintendent and the School District’s School Health Programs Office and other relevant community organizations and City task forces like the SF Asthma Task Force.”

Their vote makes the School Board the first elected body in San Francisco to insist on a halt and comes ten months after a group of Bayview Hunters Point residents first started to ask for a temporary work stoppage until community health concerns could be addressed.

The School Board’s decision comes shortly after the California Department of Public Health’s, which is funded Agency for Toxic Substances and Disease Registry, released a report in response to concerns about Lennar’s grading operations at Parcel A.

The report finds, amongst many other concerns, that there are validity problems with the monitoring equipment that Lennar is currently using at the site, which is designed for indoor, not outdoor, conditions.

“Due to the novel application of the equipment for fence line monitoring,” notes the report, “CDPH is not able to interpret whether dust exposures in the community occurred that would explain some of the community health complaints such as headaches, bloody noses, adult onset asthma, respiratory symptoms, nausea and vomiting.”

The report also suggests beefing up monitoring and mitigation measures, and giving more power to City officials overseeing the site. It does not recommend any health screenings.

Lennar officials immediately issued a press release claiming that the report “supports recent findings by state and local public health professionals that grading operations at a construction site pose no significant long-term health threats to residents in San Francisco’s Bayview Hunters Point neighborhood.”

But a thorough reading of the CDPH’s report raises numerous concerns with Lennar’s monitoring operations and makes major recommendations for the site.

To see or not to see

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› annalee@techsploitation.com

TECHSPLOITATION I did not know the screaming man, nor did I know what country he was in. My view of him was shaking — the video was probably taken with a cell phone or cheapo digital camera with limited vid capability. Suddenly another man came into the frame and cut out the first man’s throat, which didn’t stop the screaming but instead turned it into a horrible, high-pitched wheezing. Eventually he sawed off the rest of his victim’s head and threw it around a little bit just for good measure. I had to stop watching, so I killed the tab in my browser.

My first thought was: what the fuck? And then, as the nausea subsided: what the fuck are these people trying to prove by killing a man like this? I was hungry for context.

The next day, I found myself asking more questions, but not about the motives of the murderers. Instead, I wondered about the communications technologies that allowed me to see that video in the first place. A group of bloodthirsty guys had to have handheld video-capture devices, video editing software, and a high-speed Internet connection to upload the finished product. Then they had to host the video somewhere that anybody could see it. In this case, that somewhere was the Internet Archive, a nonprofit organization in San Francisco devoted to the preservation of history in digital form.

Most of the Internet Archive (www.archive.org) is organized as a physical-world archive would be: curators like film historian Rick Prelinger donate rare and antique collections of media that they’ve digitized, and the archive makes them available to the world. But archive founder Brewster Kahle has a populist streak. He believes the public should have a say in what gets preserved in the historical record, so he invites the public to contribute. That’s why the Internet Archive has a small area on its Web site called the Open Source Movie Collection, where anyone can archive his or her media.

Kahle wasn’t expecting to host raw war footage when he created the open source collection. But curator Alexis Rossi says the archive receives about 30 to 50 Arab-language videos per day that are related to the Iraq war. "About two or three per week are really violent," she adds. "They are taxing to watch." Kahle, for his part, wasn’t sure what to do about them. They are undeniably a legitimate part of the historical record of the war and other conflicts in the Middle East. Watching them provides people in the West with a rare opportunity to see what Iraqi groups, including terrorists, are saying about themselves.

These videos don’t threaten national security, and they aren’t illegal because obscenity laws apply only to sexual content. So Kahle’s worries are purely about social good. Though these videos form a crucial part of the historical record of the war, something about them seems just, well, wrong. Then again, who is to say what is wrong in this case? War is brutal and deadly — hiding that fact isn’t going to help us achieve peace.

After agonizing over how to deal with the archive’s growing collection of war videos and consulting with experts, Kahle has come up with a solution that satisfies both his archivist and populist sides. He’s planning to set up a system on the archive that will allow users to post warnings about violent footage. These warnings will show up before other people see the videos; this way, the community can warn its members not to watch unless they are prepared for extremely graphic content. Rossi also hopes that the Internet Archive community will get involved in other ways too. "I’d love somebody to translate some of these videos for us," she says. (You can find many of the Arab-language videos at www.archive.org/details/iraq_middleeast.)

That warning policy is similar to community-policing systems on the movie-sharing site YouTube. The difference is that the Internet Archive — unlike YouTube — will rarely remove a video. Kahle is committed to preserving history in all its forms, even the ugly ones. It’s a lesson he thinks the mainstream media, with its whitewashed coverage of the war, would do well to learn. If we don’t remember the past, we’re doomed to repeat it.

Annalee Newitz is a surly media nerd who always pays attention to what she’s told to forget.

Stop the developers now

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EDITORIAL Sup. Tom Ammiano is taking a key step toward ending the gold rush by local housing developers who want to get their projects approved under the wire before the city can put in place new zoning controls for the eastern neighborhoods. The supervisors ought to approve his resolution as quickly as possible.

The eastern neighborhoods planning process has been under way for years; at this point the Planning Department is projecting final language for a proposal sometime around the end of the year. Then it will go to the supervisors, who will be able to debate, hold hearings on, and amend the plan. All of this will take months — and in the meantime, the Planning Commission keeps approving projects.

According to a startling document that the Planning Department posted on its Web site last week, some 30,000 housing units are in the pipeline — projects that have permits pending, have been approved, or are under construction. Nearly 5,000 units are already under construction, and applications for 142 projects, with a total of 9,305 units, are now before the department. That’s a whole lot of new construction, a whole lot of market-rate condos that don’t fit in with the city’s General Plan. Every one of the developers would like to get permission to go forward before any further limits are placed on housing construction.

And the Planning Commission seems happy to oblige: market-rate projects on César Chávez and Valencia streets both won the nod in the past few weeks, infuriating neighborhood activists who wanted to see more affordable housing. And to make matters worse, as Ammiano noted in introducing temporary controls for new housing, the commission rejected a proposal to collect fees of $12 per square foot to fund community amenities and mitigation. "Why the commission chose not to impose conditions on projects in the pipeline is beyond reason," Ammiano said.

His measure would deny permits for any new development in the eastern neighborhoods for the next 18 months or until a full eastern neighborhoods plan is approved by the Board of Supervisors. That makes perfect sense — everyone who wants to build housing in San Francisco knows that there are new zoning rules coming; there’s no surprise here. And if the commission is allowed to keep green-lighting market-rate housing without adequate planning for building the necessary parks, transportation infrastructure, police and fire stations, etc., the city will be absorbing as many as 30,000 new housing units without adequate mitigation.

There’s a larger question here too: as we pointed out last week (see "Our Three-Point Plan to Save San Francisco," 9/19/07), the current proposals in the eastern neighborhoods draft plans don’t do anywhere near enough to provide housing for working-class and low-income San Franciscans. The housing that’s in the pipeline will do nothing to bring down costs and will instead attract world travelers, speculators, and young Silicon Valley workers, who can afford small, expensive condos. That sort of housing policy doesn’t help fight sprawl or global warming, since it forces people who now work in San Francisco to move farther and farther out of town to find affordable places to live.

So the supervisors may decide to do the sane thing when they get the eastern neighborhoods plan and strictly limit new market-rate housing until the deficit in affordable units is under control. And there may be a ballot initiative to completely transform the way housing policy is set in this city (see "A Prop. M for Housing," 9/19/07). Allowing tens of thousands more luxury condo units to be built before the city has the chance to decide how it wants to handle future housing policy is a terrible idea.

Putting on hold projects that are almost certainly not consistent with the direction this city should go until there’s a chance to finalize the eastern neighborhoods plan is a no-brainer. The board should approve Ammiano’s proposal — with no special exceptions for any developer or any project.

Spooked

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› sarah@sfbg.com

Dressed to kill in a firehouse-red pantsuit and matching stilettos, drag queen Donna Sachet stood in the Eureka Valley Recreation Center on Sept. 22 and fondly recalled how four years ago she lauded Sup. Bevan Dufty when he announced that he wanted to make Halloween in the Castro a safer, more enjoyable event.

"Bevan said, ‘Come and celebrate, but no bad behavior,’" Sachet purred.

But things have changed — dramatically — and this year Sachet was helping moderate a heated meeting of a group called Citizens for Halloween, at which residents raised myriad concerns about Dufty and Mayor Gavin Newsom’s secretive plans for Halloween.

Dufty and Newsom’s plans have morphed from a failed and furtive attempt to move this fall’s event to the waterfront to an ongoing PR campaign that asks businesses to close early on what traditionally has been their busiest night of the year and implores the public to stay away from the famously flamboyant Castro on Halloween night.

There will be no city-sponsored porta-potties and no street closures.

But locals are haunted by a belief that it’s about as easy to kill Halloween in the Castro as it is to kill a bloodthirsty vampire on a rampage and a fear that the city’s current plan could leave the Castro less safe than ever.

Sachet, who has lived in the Castro for 13 years, recalled that since the city’s gay population migrated from Polk Street to the Castro, the numbers attending the annual Halloween in the Castro party have steadily swollen, to 100,000 in 2006.

"There have been many concerns over the size of it," Sachet said, recalling how, after four people were stabbed in 2002, increased community involvement and police presence and the creation of emergency lanes made Halloween 2005 one of the most peaceful in years.

"Then in 2006 we got word from the city to hem in the event and end it sooner," Sachet said, reminding the crowd that Newsom promised to convene a task force two days after nine people were shot and one woman was trampled on Halloween 2006 — an incident that was triggered by someone throwing a bottle into a crowd of young people, one of whom pulled out a gun and fired nine shots in retaliation.

The bottle incident occurred shortly after the city pulled the plug on the music and began chasing away the costumed crowds with water trucks in an effort to break up the party early.

But despite Newsom’s promise of a task force, no public presentation was ever made, and longtime Castro resident Gary Virginia, who applied to be on the panel, said he "never got any communication back."

Public records show that Newsom and Dufty held closed-door meetings with city department heads and members of the Entertainment Commission last winter in an effort to shift Halloween from the Castro into the backyard of Mission Bay residents. Those plans fell through, thanks to the objections of neighborhood associations that were left out of the planning loop and the financial concerns of event promoters who allegedly got spooked by all of the negative publicity that has been given to Halloween in the Castro.

Rich Dyer of the Sheriff’s Department confirmed to the audience at the meeting that city department heads have been holding secret sessions for months.

With Newsom recently admitting that the city can’t prevent people from showing up, Sachet said the members of Citizens for Halloween "aren’t placing blame but want accountability."

SF Party Party founder Ted Strawser said he’s worried that the only party happening on Halloween will take place at San Francisco General Hospital and the County Jails unless the city provides answers to the community’s questions about public safety and health, medical emergencies, and transportation.

CFH cofounder Alix Rosenthal, who challenged Dufty in last year’s District 8 supervisorial race, joined Virginia, Strawser, and LGBT community activist Hank Wilson in sending the city an extensive list of questions, which also includes concerns about the impact of the current plan on businesses, the lack of community partnership and involvement, and hopes for a post-Halloween evaluation.

"We think we deserve to know as stakeholders," Virginia said.

The Sheriff’s Department, at least, was willing to talk a bit about what’s going on. "The plans have changed radically over the last three or four months, as have the roles of the departments, but the police have finally settled on a response kind of plan," Dyer said. "And as far as I know, there are no plans for checkpoints this year."

Asked by mayoral candidate Chicken John Rinaldi whether he thought that frisking members of the crowd, as was done last year, helped contain the situation, Dyer nodded.

"A tremendous amount of alcohol was intercepted, along with knives and other weapons," Dyer said.

But this time around there won’t be the normal safety precautions; for example, cars will be able to drive along Castro between 18th Street and Market. If the mayor’s polite requests fail and large crowds show up anyway, the place could be a mess — and without toilets available, people may simply use the street.

Two Castro businesses, Ritual Coffee Roasters and one that asked to remain anonymous, will provide porta-potties to any residence or business that requests help. But with the witching hour just five weeks away, the prospects for peace and harmony aren’t looking good.

For more information, visit www.halloweeninthecastro.com or www.citizensforhalloween.com.

Our three-point plan to save San Francisco

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› news@sfbg.com

Curtis Aaron leaves his house at 9 a.m. and drives to work as a recreation center director for the San Francisco Recreation and Park Department. He tries to leave enough time for the trip; he’s expected on the job at noon.

Aaron lives in Stockton. He moved there with his wife and two kids three years ago because “there was no way I could buy a place in San Francisco, not even close.” His commute takes three hours one way when traffic is bad. He drives by himself in a Honda Accord and spends $400 a month on gas.

Peter works for the city as a programmer and lives in Suisun City, where he moved to buy a house and start a family. Born and raised in San Francisco, he is now single again, with grown-up children and a commute that takes a little more than an hour on a good day.

“I’d love to move back. I love city life, but I want to be a homeowner, and I can’t afford that in the city,” Peter, who asked us not to use his last name, explained. “I work two blocks from where I grew up and my mom’s place, which she sold 20 years ago. Her house is nothing fancy, but it’s going for $1.2 million. There’s no way in hell I could buy that.”

Aaron and Peter aren’t paupers; they have good, unionized city jobs. They’re people who by any normal standard would be considered middle-class — except that they simply can’t afford to live in the city where they work. So they drive long distances every day, burning fossil fuels and wasting thousands of productive hours each year.

Their stories are hardly unique or new; they represent part of the core of the city’s most pressing problem: a lack of affordable housing.

Just about everyone on all sides of the political debate agrees that people like Aaron and Peter ought to be able to live in San Francisco. Keeping people who work here close to their jobs is good for the environment, good for the community, and good for the workers.

“A lack of affordable housing is one of the city’s greatest challenges,” Mayor Gavin Newsom acknowledged in his 2007–08 draft budget.

The mayor’s answer — which at times has the support of environmentalists — is in part to allow private developers to build dense, high-rise condominiums, sold at whatever price the market will bear, with a small percentage set aside for people who are slightly less well-off.

The idea is that downtown housing will appeal to people who work in town, keeping them out of their cars and fighting sprawl. And it assumes that if enough market-rate housing is built, eventually the price will come down. In the meantime, demanding that developers make somewhere around 15 percent of their units available at below-market rates should help people like Aaron and Peter — as well as the people who make far less money, who can never buy even a moderately priced unit, and who are being displaced from this city at an alarming rate. And a modest amount of public money, combined with existing state and federal funding, will make affordable housing available to people at all income levels.

But the facts are clear: this strategy isn’t working — and it never will. If San Francisco has any hope of remaining a city with economic diversity, a city that has artists and writers and families and blue-collar workers and young people and students and so many of those who have made this one of the world’s great cities, we need to completely change how we approach the housing issue.

 

HOMELESS OR $100,000

The housing plans coming out of the Mayor’s Office right now are aimed primarily at two populations: the homeless people who have lost all of their discretionary income due to Newsom’s Care Not Cash initiative, and people earning in the neighborhood of $100,000 a year who can’t afford to buy homes. For some time now, the mayor has been diverting affordable-housing money to cover the unfunded costs of making Care Not Cash functional; at least that money is going to the truly needy.

Now Newsom’s housing director, Matt Franklin, is talking about what he recently told the Planning Commission is a “gaping hole” in the city’s housing market: condominiums that would allow people on the higher end of middle income to become homeowners.

At a hearing Sept. 17, Doug Shoemaker of the Mayor’s Office of Housing told a Board of Supervisors committee that the mayor wants to see more condos in the $400,000 to $600,000 range — which, according to figures presented by Service Employees International Union Local 1021, would be out of the reach of, say, a bus driver, a teacher, or a licensed vocational nurse.

Newsom has put $43 million in affordable-housing money into subsidies for new home buyers in the past year. The Planning Department is looking at the eastern neighborhoods as ground zero for a huge new boom in condos for people who, in government parlance, make between 120 and 150 percent of the region’s median income (which is about $90,000 a year for a family of four).

In total, the eastern neighborhoods proposal would allow about 7,500 to 10,000 new housing units to be added over the next 20 years. Downtown residential development at Rincon Hill and the Transbay Terminal is expected to add 10,000 units to the housing mix, and several thousand more units are planned for Visitacion Valley.

The way (somewhat) affordable housing will be built in the eastern part of town, the theory goes, is by creating incentives to get developers to build lower-cost housing. That means, for example, allowing increases in density — changing zoning codes to let buildings go higher, for example, or eliminating parking requirements to allow more units to be crammed into an available lot. The more units a developer can build on a piece of land, the theory goes, the cheaper those units can be.

But there’s absolutely no empirical evidence that this has ever worked or will ever work, and here’s why: the San Francisco housing market is unlike any other market for anything, anywhere. Demand is essentially insatiable, so there’s no competitive pressure to hold prices down.

“There’s this naive notion that if you reduce costs to the market-rate developers, you’ll reduce the costs of the unit,” Calvin Welch, an affordable-housing activist with more than three decades of experience in housing politics, told the Guardian. “But where has that ever happened?”

In other words, there’s nothing to keep those new condos at rates that even unionized city employees — much less service-industry workers, nonprofit employees, and those living on much lower incomes — can afford.

In the meantime, there’s very little discussion of the impact of increasing density in the nation’s second-densest city. Building housing for tens of thousands of new people means spending hundreds of millions of dollars on parks, recreation centers, schools, police stations, fire stations, and Muni lines for the new neighborhoods — and that’s not even on the Planning Department’s radar. Who’s going to pay for all that? Nothing — nothing — in what the mayor and the planners are discussing in development fees will come close to generating the kind of cash it will take to make the newly dense areas livable.

“The solution we are striving for has not been achieved,” said Chris Durazo, chair of the South of Market Community Action Network, an organizing group. “Should we be looking at the cost to developers to build affordable housing or the cost to the neighborhood to be healthy? We’re looking at the cumulative impacts of policy, ballot measures, and planning and saying it doesn’t add up.”

In fact, Shoemaker testified before the supervisors’ committee that the city is $1.14 billion short of the cash it needs to build the level of affordable housing and community amenities in the eastern neighborhoods that are necessary to meet the city’s own goals.

This is, to put it mildly, a gigantic problem.

 

THE REST OF US

Very little of what is on the mayor’s drawing board is rental housing — and even less is housing available for people whose incomes are well below the regional median, people who earn less than $60,000 a year. That’s a large percentage of San Franciscans.

The situation is dire. Last year the Mayor’s Office of Community Development reported that 16 percent of renters spend more than half of their income on housing costs. And a recent report from the National Low Income Housing Coalition notes that a minimum-wage earner would have to work 120 hours a week, 52 weeks a year, to afford the $1,551 rent on a two-bedroom apartment if they spent the recommended 30 percent of their income on housing.

Ted Gullickson of the San Francisco Tenants Union told us that Ellis Act evictions have decreased in the wake of 2006 Board of Supervisors legislation that bars landlords from converting their property from rentals to condos if they evict senior or disabled tenants.

But the condo market is so profitable that landlords are now offering to buy out their tenants — and are taking affordable, rent-controlled housing off the market at the rate of a couple of hundred units a month.

City studies also confirm that white San Franciscans earn more than twice as much as their Latino and African American counterparts. So it’s hardly surprising that the Bayview–Hunters Point African American community is worried that it will be displaced by the city’s massive redevelopment plan for that area. These fears were reinforced last year, when Lennar Corp., which is developing 1,500 new units at Hunters Point Shipyard, announced it will only build for-sale condos at the site rather than promised rental units. Very few African American residents of Bayview–Hunters Point will ever be able to buy those condos.

Tony Kelly of the Potrero Hill Boosters believes the industrial-zoned land in that area is the city’s last chance to address its affordable-housing crisis. “It’s the biggest single rezoning that the city has ever tried to do. It’s a really huge thing. But it’s also where a lot of development pressure is being put on the city, because the first sale on this land, once it’s rezoned, will be the most profitable.”

Land use attorney Sue Hestor sees the eastern neighborhoods as a test of San Francisco’s real political soul.

“There is no way it can meet housing goals unless a large chunk of land goes for affordable housing, or we’ll export all of our low-income workers,” Hestor said. “We’re not talking about people on welfare, but hotel workers, the tourist industry, even newspaper reporters.

“Is it environmentally sound to export all your workforce so that they face commute patterns that take up to three and four hours a day, then turn around and sell condos to people who commute to San Jose and Santa Clara?”

 

A THREE-POINT PLAN

It’s time to rethink — completely rethink — the way San Francisco addresses the housing crisis. That involves challenging some basic assumptions that have driven housing policy for years — and in some quarters of town, it’s starting to happen.

There are three elements of a new housing strategy emerging, not all from the same people or organizations. It’s still a bit amorphous, but in community meetings, public hearings, blog postings, and private discussions, a program is starting to take shape that might actually alter the political landscape and make it possible for people who aren’t millionaires to rent apartments and even buy homes in this town.

Some of these ideas are ours; most of them come from community leaders. We’ll do our best to give credit where it’s due, but there are dozens of activists who have been participating in these discussions, and what follows is an amalgam, a three-point plan for a new housing policy in San Francisco.

1. Preserve what we have. This is nothing new or terribly radical, but it’s a cornerstone of any effective policy. As Welch points out repeatedly, in a housing crisis the cheapest and most valuable affordable housing is the stuff that already exists.

Every time a landlord or real estate speculator tries to make a fast buck by evicting a tenant from a rent-controlled apartment and turning that apartment into a tenancy in common or a condo, the city’s affordable-housing stock diminishes. And it’s far cheaper to look for ways to prevent that eviction and that conversion than it is to build a new affordable-rental apartment to replace the one the city has lost.

The Tenants Union has been talking about this for years. Quintin Mecke, a community organizer who is running for mayor, is making it a key part of his platform: More city-funded eviction defense. More restrictions on what landlords can do with buildings emptied under the Ellis Act. And ultimately, a statewide strategy to get that law — which allows landlords to clear a building of tenants, then sell it as condos — repealed.

Preserving existing housing also means fighting the kind of displacement that happens when high-end condos are squeezed into low-income neighborhoods (which is happening more and more in the Mission, for example, with the recent approval of a market-rate project at 3400 César Chávez).

And — equally important — it means preserving land.

Part of the battle over the eastern neighborhoods is a struggle for limited parcels of undeveloped or underdeveloped real estate. The market-rate developers have their eyes (and in many cases, their claws) on dozens of sites — and every time one of them is turned over for million-dollar condos, it’s lost as a possible place to construct affordable housing (or to preserve blue-collar jobs).

“Areas that have been bombarded by condos are already lost — their industrial buildings and land are already gone,” Oscar Grande of People Organizing to Demand Environmental and Economic Rights told us.

So when activists (and some members of the Board of Supervisors) talk about slowing down or even stopping the construction of new market-rate housing in the eastern neighborhoods area, it’s not just about preventing the displacement of industry and blue-collar jobs; it’s also about saving existing, very limited, and very valuable space for future affordable housing.

And that means putting much of the eastern neighborhoods land off limits to market-rate housing of any kind.

The city can’t exactly use zoning laws to mandate low rents and low housing prices. But it can place such high demands on developers — for example, a requirement that any new market-rate housing include 50 percent very-low-income affordable units — that the builders of the million-dollar condos will walk away and leave the land for the kind of housing the city actually needs.

2. Find a new, reliable, consistent way to fund affordable housing. Just about everyone, including Newsom, supports the notion of inclusionary housing — that is, requiring developers to make a certain number of units available at lower-than-market rates. In San Francisco right now, that typically runs at around 15 percent, depending on the size of the project; some activists have argued that the number ought to go higher, up to 20 or even 25 percent.

But while inclusionary housing laws are a good thing as far as they go, there’s a fundamental flaw in the theory: if San Francisco is funding affordable housing by taking a small cut of what market-rate developers are building, the end result will be a city where the very rich far outnumber everyone else. Remember, if 15 percent of the units in a new luxury condo tower are going at something resembling an affordable rate, that means 85 percent aren’t — and ultimately, that leads to a population that’s 85 percent millionaire.

The other problem is how you measure and define affordable. That’s typically based on a percentage of the area’s median income — and since San Francisco is lumped in with San Mateo and Marin counties for income statistics, the median is pretty high. For a family of four in San Francisco today, city planning figures show, the median income is close to $90,000 a year.

And since many of these below-market-rate projects are priced to be affordable to people making 80 to 100 percent of the median income, the typical city employee or service-industry worker is left out.

In fact, much of the below-market-rate housing built as part of these projects isn’t exactly affordable to the San Franciscans most desperately in need of housing. Of 1,088 below-market-rate units built in the past few years in the city, Planning Department figures show, just 169 were available to people whose incomes were below half of the median (that is, below $45,000 a year for a family of four or $30,000 a year for a single person).

“A unit can be below market rate and still not affordable to 99 percent of San Franciscans,” Welch noted.

This approach clearly isn’t working.

So activists have been meeting during the past few months to hammer out a different approach, a way to sever affordable-housing funding from the construction of market-rate housing — and to ensure that there’s enough money in the pot to make an actual difference.

It’s a big number. “If we have a billion dollars for affordable housing over the next 15 years, we have a fighting chance,” Sup. Chris Daly told us. “But that’s the kind of money we have to talk about to make any real impact.”

In theory, the mayor and the supervisors can just allocate money from the General Fund for housing — but under Newsom, it’s not happening. In fact, the mayor cut $30 million of affordable-housing money this year.

The centerpiece of what Daly, cosponsoring Sup. Tom Ammiano, and the housing activists are talking about is a charter amendment that would earmark a portion of the city’s annual property-tax collections — somewhere around $30 million — for affordable housing. Most of that would go for what’s known as low- and very-low-income housing — units affordable to people who earn less than half of the median income. The measure would also require that current housing expenditures not be cut — to “lock in everything we’re doing now,” as Daly put it — so that that city would have a baseline of perhaps $60 million a year.

Since the federal government makes matching funds available for many affordable-housing projects, that money could be leveraged into more than $1 billion.

Of course, setting aside $30 million for affordable housing means less money for other city programs, so activists are also looking at ways to pay for it. One obvious option is to rewrite the city’s business-tax laws, replacing some or all of the current payroll tax money with a tax on gross receipts. That tax would exempt all companies with less than $2 million a year in revenue — the vast majority of the small businesses in town — and would be skewed to tax the bigger businesses at a higher rate.

Daly’s measure is likely headed for the November 2008 ballot.

The other funding option that’s being discussed in some circles — including the Mayor’s Office of Housing — is complicated but makes a tremendous amount of sense. Redevelopment agencies now have the legal right to sell revenue bonds and to collect income based on so-called tax increments — that is, the increased property-tax collections that come from a newly developed area. With a modest change in state law, the city should be able to do that too — to in effect capture the increased property taxes from new development in, say, the Mission and use that money entirely to build affordable housing in the neighborhood.

That, again, is a big pot of cash — potentially tens of millions of dollars a year. Assemblymember Mark Leno (D–San Francisco) told us he’s been researching the issue and is prepared to author state legislation if necessary to give the city the right to use tax-increment financing anywhere in town. “With a steady revenue stream, you can issue revenue bonds and get housing money up front,” he said.

That’s something redevelopment agencies can do, and it’s a powerful tool: revenue bonds don’t have to go to the voters and are an easy way to raise money for big projects — like an ambitious affordable-housing development program.

Somewhere, between all of these different approaches, the city needs to find a regular, steady source for a large sum of money to build housing for people who currently work in San Francisco. If we want a healthy, diverse, functioning city, it’s not a choice any more; it’s a mandate.

3. A Proposition M for housing. One of the most interesting and far-reaching ideas we’ve heard in the past year comes from Marc Salomon, a Green Party activist and policy wonk who has done extensive research into the local housing market. It may be the key to the city’s future.

In March, Salomon did something that the Planning Department should have done years ago: he took a list of all of the housing developments that had opened in the South of Market area in the past 10 years and compared it to the Department of Elections’ master voter files for 2002 and 2006. His conclusion: fully two-thirds of the people moving into the new housing were from out of town. The numbers, he said, “indicate that the city is pursuing the exact opposite priorities and policies of what the Housing Element of the General Plan calls for in planning for new residential construction.”

That confirms what we found more than a year earlier when we knocked on doors and interviewed residents of the new condo complexes (“A Streetcar Named Displacement,” 10/19/05). The people for whom San Francisco is building housing are overwhelmingly young, rich, white commuters who work in Silicon Valley. Or they’re older, rich empty nesters who are moving back to the city from the suburbs. They aren’t people who work in San Francisco, and they certainly aren’t representative of the diversity of the city’s population and workforce.

Welch calls it “socially psychotic” planning.

Twenty-five years ago, the city was doing equally psychotic planning for commercial development, allowing the construction of millions of square feet of high-rise office space that was overburdening city services, costing taxpayers a fortune, creating congestion, driving up residential rents, and turning downtown streets into dark corridors. Progressives put a measure on the November 1986 ballot — Proposition M — that turned the high-rise boom on its head: from then on, developers had to prove that their buildings would meet a real need in the city. It also set a strict cap on new development and forced project sponsors to compete in a “beauty contest” — and only the projects that offered something worthwhile to San Francisco could be approved.

That, Salomon argues, is exactly how the city needs to approach housing in 2007.

He’s been circuutf8g a proposal that would set clear priority policies for new housing. It starts with a finding that is entirely consistent with economic reality: “Housing prices [in San Francisco] cannot be lowered by expanding the supply of market-rate housing.”

It continues, “San Francisco values must guide housing policy. The vast majority of housing produced must be affordable to the vast majority of current residents. New housing must be economically compatible with the neighborhood. The most needy — homeless, very low income people, disabled people, people with AIDS, seniors, and families — must be prioritized in housing production. … [and] market-rate housing can be produced only as the required number of affordable units are produced.”

The proposal would limit the height of all new housing to about six stories and would “encourage limited-equity, permanently affordable homeownership opportunities.”

Salomon suggests that San Francisco limit the amount of new market-rate housing to 250,000 square feet a year — probably about 200 to 400 units — and that the developers “must produce aggressive, competitive community benefit packages that must be used by the Planning Commission as a beauty contest, with mandatory approval by the Board of Supervisors.” (You can read his entire proposal at www.sfbg.com/newpropm.doc.)

There are all kinds of details that need to be worked out, but at base this is a brilliant idea; it could be combined with the new financing plans to shift the production of housing away from the very rich and toward a mix that will preserve San Francisco as a city of artists, writers, working-class people, creative thinkers, and refugees from narrow-minded communities all over, people who want to live and work and make friends and make art and raise families and be part of a community that has always been one of a kind, a rare place in the world.

There is still a way to save San Francisco — but we’re running out of time. And we can’t afford to pursue moderate, incremental plans. This city needs a massive new effort to change the way housing is built, rented, and sold — and we have to start now, today.* To see what the Planning Department has in the pipeline, visit www.sfgov.org/site/planning_index.asp?id=58508. To see what is planned for the eastern neighborhoods, check out www.sfgov.org/site/planning_index.asp?id=67762.

Editor’s Notes

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› tredmond@sfbg.com

Allow me to postulate a few axioms that will help define the way we think about housing in San Francisco and put our cover story this week in context. Some of these laws are easily provable with existing data; the others, I admit, are loaded with political values. So be it.

Axiom number one: There are already too many rich people in San Francisco.

Socioeconomic diversity is essential to a healthy urban environment. Cities of the very rich (and typically, the very poor) are not good places to live; they become tourist destinations where a fake veneer of urbanism is pasted over a place with no real soul.

San Francisco is rapidly heading down that path — and the first and by far most important reason is the cost of housing.

Axiom number two: Private for-profit developers can never build us out of this housing crisis.

The housing market in San Francisco does not behave according to any of the rational rules you learn in Economics 101. This is an international city, a place with a global housing constituency. Demand for high-end condos in San Francisco is, for all practical purposes, unlimited and insatiable. You could build 50,000, 100,000 high-rise apartments, and the prices still wouldn’t come down to a level that would be affordable for most working-class San Franciscans.

Axiom number three: Any sane housing policy has to start with the acceptance of axiom number two.

Building more market-rate housing does nothing, nothing, nothing for the current crisis. There is no lack of housing options for the very rich in this town. The problem is housing for everyone else.

Axiom number four: When you have an irrational market for a basic necessity, the only way to make that market function is with strict regulation and aggressive government intervention.

Axiom number five: Increased density is not a positive environmental policy unless axiom number four is operative.

Building high-rises in which the housing is priced out of range of the people who actually work in San Francisco — and doesn’t offer the size and affordability the local workforce needs — does nothing to fight sprawl or build community. It just creates tall rich ghettos. (See axiom number one.)

Axiom number six: This city is running out of time.

There are virtually zero affordable apartments in this city for the people who make up the heart of San Francisco. We’re doing ecological damage by driving them out of town (and forcing them to drive back, in cars). We’re doing social damage by shattering communities (through evictions and displacement). And all we’re offering is modest tidbits of real planning (a few slightly more affordable units here and there for every 100 we give to the rich).

My conclusion, as we lay out in this week’s cover story, is that San Francisco has to turn its planning and housing policy upside down, to start treating housing as a necessity (as we’re doing with health care) and not something to be played with by speculators on the financial markets (look how well that worked with subprime mortgages) or an amenity for Silicon Valley commuters who would rather have a playground here than live closer to work.

Instead of zoning for developers, the city needs to do something really bold and say: This is the housing we want, the only housing we want — and then find a way to build it, with or without the private sector. As the axiom slingers say, quod erat demonstrandum.*